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March, 1925 cargo and with the firm conviction that no conveying system or the like will ever effect a radical change in present methods of handling such cargo, we look for a more general use of tractors and trailers, portable cranes and similar la- bor saving devices such as are now be- ing introduced by far-sighted steamship men and stevedores. Whether such a shed should be one or two stories high would depend upon lo- cal conditions. Present experience with 2-story sheds in New York harbor does not seem to justify their construction except in isolated cases. A contributing reason is undoubtedly the fact that the use of the upper deck means handling A typical old shed of timber construction being demolished to make way for New York Dock Co.’s new pier No. 30. MARINE REVIEW hurts, and is therefore a factor. The labor to truck cargo this dis- tance and out on to the bed of the truck compared with that necessary to lift this same cargo from deck level to the truck bed and drag it the length of the truck should justify no increase in loading charges on deliveries. If this same space is kept available for receiving cargo from trucks, the truckman should be able to deposit his freight on the pier with little, if any, more effort than he expends now for the same results. At the shore end of the ‘shed on each side of the pier an entrance door could be provided so that trucks could be brought up on the platform if required FIG. 5—THE OLD AND THE NEW 89 which is believed worthy of considera- tion. Placing the shed columns some distance inside the shed, with continu- ous doors carried on the cantilevered ends of the roof trusses, would leave the working space adjacent to the string- piece entirely unobstructed and would also effect some saving of material. The width of the apron between the stringpiece and the shed has been grudg- ingly increased in the last decade. The principal reason for the reluctance to increase this width has been the de- sire to retain all possible space inside the shed. One cargo of lumber will demonstrate the advisability of widen- ing this area. Less interference with The southerly half of the new pier, 150 feet wide, was under construction while demolition of the old pier was in progress. The old pier was only just so many more trucks on the lower deck with consequent increase in con- gestion and other ills. The central driveway between sheds with deliveries to trucks there offers better opportunity for economical use of a second story es- pecially for inbound cargo. The Senegambian in the wood pile is, ot course, quite easily seen. Who will pay for the extra handling of cargo from truck to pile and vice versa? It is prob- ably useless to reiterate the previously noted savings such as reduced carrying charges or lower rentals, more efficient and economical handling, less damages and thefts, lower insurance premiums and the like. A reduction in such charges is quickly discounted and forgotten but pay- ing out additional hard cash always 75 feet in width in special cases. Truck deliveries could be examined and checked at the drive- way entrance as they are now at the pier shed entrance so that this safeguard would not be sacrificed. It is quite probable that the amount of cargo moved by railroad cars and motor trucks compared with other agencies, will continue to increase. The value of tracks on the piers will increase accordingly. Waterfront property with rail connections available, will be in de- mand. Better dispatch of trucks will also be essential. The arrangement suggested should help to meet these conditions. That its adoption would require some changes in present customs is inevitable. In Fig. 2 is illustrated another idea cargo handling is the greatest benefit derived. Others of importance are the elimination of damage to shed and doors and the decrease in the height of shed. The pre-eminence of New York as a port requires that it lead in developing better handling facilities. While de- velopments in the port, contemplated or in progress, have been designed in ac- cordance with the most modern ideas and for locations where unlimited space is available, the greater part of the steamship business will be handled for many years in the areas first developed and still most conveniently situated. The reputation of the port requires that fa- cilities in these areas be modernized and . that new areas be developed.