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Pulpwood Shipments (Continued from Page 89) about 30 degrees, thereby speedily and safely tipping the wood out into the storage pond at the back of the towers. The deck loads are rapidly un- loaded, and when taking wood from the hold of the boat each unloading tower serves three hatches with two skips per hatch. The rate of dis- charge of course depends upon the man power in the boat, but with two towers operating steamers of 1400- cord capacity are unloaded in from 14 to 19 hours, depending upon the number of men filling the skips. All operations of the tower are con- trolled by one man located in a con- FIG. 5—AUTOMATIC DUMPING SKIP FOR UNLOADING PULP- WOOD. IT HAS A CAPACITY OF 114 CORDS venient position where he has an un- interrupted view of the skips. The advantages of this system are: 1. Maximum safety for the men filling the skips with pulpwood. 2. Minimum fatigue for the men. 38. Greater unloading capacity per man. 4. Lower cost for unloading be- cause of discharging the boat within 24 hours dispatch allowed for this operation. Increasing Rate of Operation It is the author’s observation that barked pulpwood is more easily han- dled than pulpwood with the bark on, and whenever possible it would seem desirable to bark the pulpwood before loading on the steamers. In a cargo of 1400 cords of unbarked wood there will be some 480 tons of bark, which in itself is an unprofitable cargo. Further, in every operation of han- dling unbarked pulpwood, some of 104 the bark falls off and must eventu- ally be gotten out of the way. In the case of the systems described above it was observed that the han- dling of unbarked wood caused diffi- culties and expense in connection with the following operations: © 1. On the multiple chain distribut- ing conveyor, bark falling off the logs not infrequently clogs the movable plough and other mechanism, mak- ing it necessary constantly to remove the bark from the conveyor distribut- ing mechanism. 2. The pulpwood fed into the con- centrating basin loses a portion of its bark, and as this sinks to the bottom and builds up, the time comes when the basin must be dredged so as to preserve the required depth of water. 3. When the ves- sels arrive at their destination for un- loading, the bark be- comes a serious item of expense as it will be found that from 35 to 40 tons of loose bark will be left on the steamer when the 1400 cords are un- loaded. This bark materially slows down the unloading opera- tion, and the 35 to 40 tons of bark are handled a number of times in discharging the cargo. This is especially noticeable when unloading the holds of the vessels as the loose’ bark builds up to such a depth that it must be forked to one side to permit the men in the boat to pick up the logs when loading the skips. Consequently this accumu- lation of bark is handled many times before the bottom layer of wood in the boat is reached. 4, After all the wood has been un- loaded from the boat it becomes neces- sary to remove the 35 to 40 tons of saturated bark and this alone is re- sponsible for at least one to two hour’s delay. It is my contention that pulpwood, when being handled in such quantities should be barked before it is put aboard the steamer, for the reason that in a boatload of 1400 cords of unbarked wood there are some 480 tons of bark. If the bark were re- moved, about 225 more cords of wood could be stowed. Freight must be paid on bark, which is waste, at the same rate as on pulpwood. The bark must eventually be removed, so why MARINE REVIEW—November, 1929 not get it off beforehand? From Anticosti Island to Three Rivers the Freight rate is some $3 per cord, so over $600 is paid for freight on bark which must eventually be re- moved, and a study of the situation clearly indicates that it would be cheaper to bark the wood before it is loaded into the boat. Wood with its bark off is much easier to stow and handle, and of course weighs much less. In addition, the bark which falls off in transit clogs up the machinery, and when stowing and unloading it is difficult and expensive to dispose of this loose bark. I feel that in the manufacture of newsprint up to the present time, the engineer- ing study had been mostly devoted to the machinery used after the pulp- wood has been reclaimed from the mill storage yard, but not much thought has been put on the handling of the wood itself. This system for unloading is a more economical method than has yet been devised. The cost per cord is less than 25 cents. The laborers are paid 25 cents per cord for loading the skips; i., they are paid by piece- work, and yet it costs the company unloading the boat only 17 cents. In other words, the company contracts with the stevedore to unload its boats for 25 cents per cord, but as the com- pany earns a steamer dispatch premi- um of about 8 cents per cord, the net unloading cost is 17 cents. American Scantic Line to Train Youths for Sea An opportunity will be afforded young men of good character and some high school training to take up the sea as their vocation by becoming eadets for the American Scantic line, according to an announcement made on Oct. 6 by B. G. Furey of the ‘op- erating department of Moore & Mac- Cormack, 5 Broadway, New York. The American Scantic line operates nine passenger and freight vessels be- tween New York and Baltic ports and under present plans two young men are being selected to serve as cadets aboard each ship. These young men will serve for three years, after which they will be eligible for licenses as mates or assistant engineers with positions as junior officers. Regular vocational training will be given and after the first year the cadet will be free to follow his in- clination toward either the deck or engine departments. Besides tech- nical training each cadet will be sup- plied with a set of modern textbooks so that he may be enabled _ to strengthen his educational training.