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[Js eful b seala on (ar G0 [[andling March 7, at the greater New York Capt. N. superintendent, New York and Cuba Mail Steamship Co. said in part: When a ship is designed and also fifth annual conference, terminal i N AN address, safety Kvande, when under construction, safety in handling cargo should be given due consideration, In other words, safety work in stevedoring begins when a ship is designed and is being built, but it never ends, Every ship should have the iife line around hatches in the between decks, placed at least one (1) foot back from the hatch openings. Life lines placed around the edge of the coaming, where drafts coming up or going down may hit them, are not of much use as safety devices. The close fitting of beams and hatch covers is of the utmost importance. Defective or badly fitted hatch covers have been the cause of many workmen falling into the hold, causing serious injuries. When the hatches are opened up strongbacks and hatch covers should be properly placed on deck and piled up, leaving working space and a free gangway for the men. This is most important, especially when night work is per- formed, A reinforced modern hatch cover is produced in Cardiff, Wales. The double covers have a vertical rein- forcing plate between joints and are fitted with either closed end shoes or steel bands. These covers last longer than the ordinary type of wooden hatch cover and are a pre- ventive of accidents because broken hatch covers are frequently a cause of injury to longshoremen, Rules are made which do not fit conditions human and physical, This is because the executives are not in close enough touch with the actual conditions, Tween Deck Hatch Rails WEEN deck hatches when open must be protected by a rope or light chain hand rail. As a rule this rope or chain is carried in stanchions 2 feet 6 inches to 3 feet high set in sockets close to the coaming. To overcome the difficulty of keep- ing the sockets clear and ready for Gee TOTTI MCU CeO CECE 1 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. GUD SNNDONTUECOVAEAU VERONA ROTOU DUNDEE PERU TNRD A SU ATU AAU use and also to facilitate handling of cargo a Gulf steamship company has worked out a practical arrangement for carrying the guard rope or chain through the lower end of angle bars pivoted to the coaming at the four corners of the hatch above. These angle bars are about 5 feet long and when not in use are stowed under the deck. Principles Not Precedents HE following quotation from Ad- miral Mahan’s famous book IJnflu- ence of Sea Power on History, states a principle in connection with naval warfare which is also applicable in the management of a commercial fleet of ships. “Tt is not therefore a vain expec- tation as many think, to look for useful lessons in the history of sail- ing ships as well as in that of gal- leys. Both have their points of re- semblances to the modern ship; both have also points of essential differ- ence, which makes it impossible to cite their experiences or modes of action as tactical precedents to be followed. But a precedent is differ- ent from and less valuable than a principle, The former may be origin- ally faulty or may cease to apply through change of circumstances; the latter has its origin in the essen- tial nature of things, and, however various its application as conditions change, remains a standard to which action must conform to attain suc- cess, War has such principles; their existence is detected by the study of the past which reveals them in suc- cesses and in failures, the same from age to age. Conditions and weapons change; but to cope with the one and successfully wield the others, respect must be had to these constant MARINE REVIEW—May, 1934 " (9 SS (era nS NT EE teachings of history in the tacties of the battlefield, or in those wider operations of war which are com- prised under the name of strategy. “Tt is, however, in these wider operations which embrace a whole theatre of war and in a maritime contest may cover a large portion of the globe, that the teachings of history have a more evident and permanent value, because the condi- tions remain more permanent.’’ Efficient Cargo Handling MONG shipping men the Matson terminls, Seattle, have the name of being one of the most effi- ciently operated plants on the North Pacific. Under the direction of W. D. Gould, who is the operating man- ager of the Puget Sound district for the Matson Navigation Co., new methods and new equipment have been developed, tending to make for increased efficiency, decreased oper- ating costs and lesser hazards to both labor and cargo. When cargo is delivered at the terminals it is unloaded on sling boards, these being then handled by lift trucks and placed in stock piles to await a second move to ship side. To the Hawaiian Islands moves constantly a large quantity of mill feed. To save time and handling costs the mill rebuilt a heavy truck, adding a strongly braced wood plat- form at the rear, the entire load be- ing moved by tractor. This truck’s capacity is ten tons, consisting of five 2-ton sling units, Leaving the ter- minals empty, the five sling boards are placed in position on the truck ready to receive their loads at the mill, Arriving at the wharf Yale & Towne lift trucks take each unit load from the mill truck and deposit it in stockpiles, The entire load of ten tons is discharged in six minutes. This method has been found highly satisfactory at both mill and dock. The Matson terminals, Seattle, are 580 x 208 feet outside with a warehouse measuring 523 by 160 feet. There are 83,000 square feet of which Matson occupies 60,000. Two railroad tracks serve the wharf on the south side and a depressed track on the north. Conscientious supervision is the only assurance that _ instructions will be carried out, 25