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September, 1916 movement only, 40 full drafts per hour being possible with the crane. Each draft averages two tons in weight, which would be equal to about 80 tons per hour per crane. Whith two cranes per hatch. and four hatches, the eight cranes would have a capacity of about 640 tons per hour. These figures should be com- pared with the record of ANTILLEs at New Orleans. Similarly, the load could be taken from drays in this quay space or from the side door of the shed. With inbound cargoes the loads can be swung from the hatchzs to the side of the shed; but as only one consignment, averaging in weight between 1,500 and 2,000 pounds, is lifted’ in one draft, the hourly ca- pacity is less than with outbound car- goes. These figures of capacity may be greatly increased if a large propor- tion of the cargo is of one material and of few marks. With both this inbound and_ out- bound freight, the movement, as de- by |: 1 ' 1 ' ! | 1 ! TRANSFER SHED —_ THE MARINE REVIEW For outbound freight, as stated, it is not generally necessary, according to the marks, to assort the freight; although it should be placed in the vessel according to its character or, if the vessel stops at different ports, it should be placed for easy delivery at the different cities. Miscellaneous inbound freight, however, should be first assorted, according to. consign- ment, and then distributed and tiered. Shed Capacity and Tiering It is a good rule to plan the shed for such a capacity that it will be possible to distribute in it all the goods taken from one ship berthed opposite to it. When goods are han- dled by hand, the average height of tiering or piling averages about 5 feet. It .is, therefore, evident that there would be required a very large floor area to distribute and place a cargo of 6,000 tons according to the marks and cross marks, especially if it is a miscellaneous. cargo. Assuming 60 Sao tees SECTION B-B SECTIONAL VIEW OF AN INLAND TERMINAL SHOWING QUAY WALL, HALF- ARCH GANTRY CRANE, RAILROAD TRACKS, SHED WITH OVERHEAD FIXED AND MOVABLE TRACKS, FULL-ARCH GANTRY CRANE, CARS AND WAREHOUSE scribed above, is only from or to the shed, cars or drays. For movements across and within the shed to within reach of the hook of the gantry crane, ‘including tiering, provision is made by the overhead movable cross-tracks in connection with the fixed side tracks. On these travel the electric hoists, by means of which it is possi- ble to serve every cubic foot of space rapidly, without any rehandling by manual labor. This includes mechan- ical assorting, distributing as well as tiering. The cost of freight moved from the hold of the ship and tiered in the shed, using the cranes and traveling hoists, may average about 15 cents per ton. Between the shed and the warehouse, high, full-arch gantry cranes will swing freight between the floor of the shed or the hooks 9f the hoists and any of the four or six floors of the warehouse. The load is brought within reach of the hook of the crane for burtoning by the hosts. cubic feet, instead of the marine 40 cubic feet, to represent the volume of one ton and 15 per cent more for distributing space, this would equal about 70 cubic feet per ton. Six thousand tons would, therefore, rep- resent a cubical content of 420,000 cubic feet, and, at an average height of 5 feet, would cover a space of 84,000 square feet. As the average freight, not passenger liner, is about 500 feet in length, and the length uf the shed should correspond to the length of the ship, this would mean a building 500 feet in length and 168 feet in width for this tonnage. The reason for the 5- foot height for av- erage tiering is that manual lifting above this height means a considera- ble increase in the handling expense. It is more economical to hand truck goods 400 feet than to lift them 10 feet by man power. By mechanical tiering, freight can be tiered 20 or even 30 feet high, with little, if any, 303 additional expense over tiering 5 feet. Assuming an average height of tier- ing at 15 feet, a building could be made 56 feet in width, 500 feet in length, and yet have a capacity of 6,000 tons, at 70 cubic feet per ton. In order to allow even more floor space for the distributing, or a greater holding-shed capacity, 20 feet may be taken as an average tiering height. A shed, therefore, 60 feet wide, 500 feet long and with a clear height be- low the girders of 30 feet, tiering 20 feet, would accommodate 8,500 tons, allowing 70 cubic feet per ton. or a shed 400 feet in length, would be a properly proportioned shed for inland river terminals. It is interest- ing to note that 60 feet is the stand- ard width of inbound railway freight stations. For larger freighters at ocean terminals, the length per berth could be increased to 600 feet and the width to 800 feet, giving a hold- ing capacity of about 13,700 tons. If the width of the sheds can be kept within the above limits, the cost of the shed will be less than is usual, as there will be one short span only and no intermediate posts to interfere with the freight movements. Such posts should be avoided if possible. It is evident that capacity is secured by height and not by width, and that the floor space inside the shed should not be occupied by railroad tracks nor used as a dray area. In general, the railway tracks should be in front of and behind the sheds and not in the sheds. The functions of the shed are chiefly for assorting, dis- tributing, tiering and temporary hold- ing for 48 to 72 hours. The me- chanical appliances should occupy no floor space for this tiering, or for the assorting and distributing. The function of the warehouse is to relieve the shed of cargoes which are not removed within the 48 to 72 hours. Each shed should have its accompanying warehouse, to prevent congestion in the shed. A cargo may remain in storage in the warehouse as long as the storage rates are paid. From the warehouse, goods will be transferred to drays, cars, sheds, and often to ships, barges or lighters for the warehouse, the full-arch gantry crane can transfer goods directly be- tween the warehouse and drays or rail- way cars. Ona projecting pier, both sides of the pier shed would be the same in design. If the pier should be 159 feet in width, it would include the 35 feet between the quay wall and the shed, with tracks and cranes; the shed, 80 feet in width, with its assort- ing, distributing and tiering machin- ery; then a 35-foot space between the shed and the quay wall at the other side of the pier, with its tracks This,