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Marine Terminal Design from the } Operating emphasize the complex considera- tions that are involved in marine terminal design and to emphasize that the correct solution of the prob- lem involves principally the econo- mics of successful operation—includ- ing not alone first cost and fixed charges, but also the cost per ton or per unit to handle, transfer, load, store and get on its way again the cargo, materials and passengers pass- ing through the terminal. The economics involved do not stop here, but on the water side embrace the turn around of ships, the length of time involved loading and unload- ing them, reduction of the cost and the time involved in docking and un- docking, and on the land side expedi- tious and economic distribution in connection with the loading and un- loading of railroad carriers, of trucks, lighters, barges, etc. T IS our purpose in this paper to Solution of the Problem The successful solution of the problem demands that each of the factors concerned be given proper weight and consideration as it does not follow that a satisfactory result based on one or more factors may not entail burdens and difficulties in con- nection with other factors out of pro- portion to the benefits in the one or more cases for which the arrange- ments may have been nearly ideal. The purposes of a marine terminal are so varied and so many different specialties are concerned in connec- tion with the design, construction and operation of it, that there is the greatest need for cooperation so that all of the special features may be given proper weight. To mention a few of those who should cooperate in the design: the ship designer and ship operator; those involved in handling cargo, stevedores, special- ists in loading and unloading; ma- *This is the first instalment of a pa- per on Marine Terminal Design from the Operating Point of View, presented before the Society of Terminal Engi- neers at the Engineering Societies build- ing, 29 West Thirty-ninth street, New York City, Feb. 9, 1931. The authors of this paper are: Frederic R. Harris, rear admiral, C. E. C. U. S. N. retired, consulting engineer; Harry E. Stocker, resident manager McCormick Steam- ship Co. New York, and contributing editor MaRINE Review; William B. Fer- guson, consulting engineer; Roy F. Bessey, vice president, Frederic R. Har- ris Inc., consulting engineers. Pub- lished in three parts, the second and third parts will follow in the April and May issues of Marine Review. 26 Part |* chinery and equipment designing en- gineers; railroad and other land car- riers; to which, perhaps might be added those experienced in the prob- lem of storing and warehousing; the designing engineer; and over all of this some type of business executive coordination that will view the prob- lem in its broadest sense. Terminals Link Transportation Marine terminals are links’ be- tween land and water transportation systems. They are bottle necks wherein a considerable part of the transportation costs are incurred and consequently where proper layout and arrangement of plant may show best results in operating efficiency and where there lies the prospect of finding the greatest opportunities for reducing transportation costs. A marine terminal may be one that serves largely for the transfer of water borne commerce to land borne commerce—or principally as a ‘through terminal’’ where ship borne cargo changes to rail borne freight (or vice versa). Another type ot marine terminal would be largely “local’’—-where the destination of ship borne cargo is at or close to the terminal location and the outbound cargo finds its origin similarly. Such a terminal would provide for land- ward distribution largely by truck and lighter. Actually, all marine terminals are for a combination of both “through” and “local” distribu- tion, generally with a marked empha- sis in one direction or the other Marine terminals located in or near large cities with a densely populated hinterland serve principally ‘‘local- ly,” with some _ through traffic. Marine terminals with a_ sparsely populated hinterland and located at or near small cities are concerned largely with ‘‘through” traffic. This distinction is made because the prob- lems involved in the different types are often quite unlike. Marine ter- minals in a large city like New York are confronted with restrictions as to location and available water front- age, with enormously high real estate costs and consequent high taxes, while a marine terminal of the second type located at or near a small city, say, Mobile, Alabama, for example, is comparatively free from such character of obstacles. These differences “in location, . conditions and purposes materially affect a pro- per solution.of the problem and make it impossible to lay down any hard and fast rules, preferences, or stand- MARINE REVIEW—March, 1931 oint of View ards and, often, quite logically, they account for apparent differences of opinion of the designers and opera- tors as exemplified by the structures built. They have influence on such very elementary things as proper pier widths, slip widths, or the use of quays as compared with piers, This paper is intended to cover, as thoroughly as the available time and space will permit the handling of such a broad subject, the design of marine terminals and to emphasize the need therein for special study, in which study the cooperation of the various specialists or experts in- volved is essential. The object of a marine terminal as previously stated, is to provide a link between marine and land trans- portation. Such a link should be as strong and efficient as it is possible to make it if the transportation sys- tem is to function without unneces- sary expense or delay. For efficiency, the terminal must provide: Provisions of Efficient Terminal Adequate, accessible and_ safe berthage for ships Adequate piers, quays or wharves Adequate connections for land transportation facilities (rail, highway) Adequate space for the handling of cargoes Adequate and conveniently located space for the storage of goods in transit Adequate facilities for the loading and unloading of ships, cars, street trucks, and for the inter- change of goods between Car- riers Adequate facilities for the servic- ing of ships with fuel and water In some cases, adequate and con- venient facilities for the trans- fer of passengers All of these features must be pro- portioned and designed for the vol- ume and nature of traffic anticipated, must be properly located and ar ranged with respect to each other, and must be designed to aid in se- curing the movement of cargoes and passengers through the terminal with the maximum dispatch and safety at the minimum expense. Car- goes handled at a terminal may vary from several thousand tons loaded or discharged in the case of a single freighter, down to mere hundreds of tons in the case of the coastwise ship at some ports, or to a thousand oF two tons of high grade freight, eX