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able to move the freight at the wharf at head of slip to the ship or to a de- signated place on the pier. Tractors and trailers are generally used to do this work in addition. to other work about the terminal. Mechanical equip- ment can haul goods comparatively long distances at a low cost so that the cost of the additional haul is more AOUUUTUAUUAUTENUUUUUUUOOUDANTUUUUULUA TTT Norfolk and West- ern{ Terminal at Norfolk, Va. For ‘ S Handling Coastwis than offset by the advantages result Vesiels with Their ing from a less congested pier. Varigated ,, Cargoes Good examples of head of slip re- ceiving are found at piers 18 and 19, North river, of the Eastern steamship Co.; pier 36, Clyde line; and Hud- son River Night line, also located in New York harbor. The height of the head of slip or bulkhead platform above roadways is important. Platforms should be built so that the trucks or skids used are slightly lower than the majority of the street truck platforms. Sometimes it is advantageous to have a platform with a saw-toothed face. Use of Side Port Facilities The increased use of side ports especially in coastwise and passenger vessels and the unquestioned value of the greater provision of side ports makes desirable the designing of terminals to further the use of this facility. A great range of tide is an obstacle to the use of side ports un- less some provision is made to facili- tate the movement of trucks and trail- ers into and out of ports. Ramps cut into the deck of the pier are of mate- rial assistance in working side port ships and in handling freight to and from lighters and other small craft. An economical method of overcoming a range of tide is the use of Barlow type of shipside elevator. The width of wharf aprons is an- HUUUTUNUAUUUUUUTAUUUUUULETVATNNUATI HLTA other feature of terminal design that is important from the standpoint of economical cargo handling. The de- sirable qualities of any quay or pier are an apron that will permit the ready handling or picking up of sling- loads, ample space for assembling, sorting and handling of incoming and outgoing cargoes, easy access and ample loading space for land trans- portation units. However, requirements vary. For example: the requirement for cargo space will change greatly with the class of service (overseas or coast- wise; freight, cabin, or express lines and solid or partial cargoes). In some cases it is imperative that the apron be narrow, whereas best operating conditions demand wide aprons. The question of type of transit shed must be solved in each individual case; because as for other terminal features, there is no general rule. The design must, of course, be based pri- ee eel aaa ane } i peel) NS A ee | eee POEL. Se ~ > 2, Oe chametaae =F eee eed \ poe | ui , ’ las i 1 70 : d l TTT ET IE yy Yi Vii, “Ap yyy TIT) /, ZL A VLA LLL LLL yj SVNVNANG Transit 70 4 Lie a ah seared ae | | | | | 2 2 story transit buildind apron tracks, central story transit building, apron tracks, centr. depressed tracks and drives (enclosed), bulkhead or upland warehouse SECTION IZ . e O Cardo. Vesse/ (OWT 9000) , '4425,8 565 OR 26) SECTION I FIGURE 8 — MARINE TERMINAL DESIGN MARINE Review—April, 1931 marily on the space required to handle the anticipated cargoes as economically as practicable and with the least possible congestion and de- lay. One story sheds are probably better where there is ample space and the service is primarly freight. Two story sheds may be needed for freight service where land is valuable and space restricted. They are also very desirable where there is a heavy pas- senger traffic in order to provide the space necessary for passengers and to permit segregation of passenger traf- fic from freight traffic. If two decks are provided a ship may discharge to the upper deck while cargo is being accumulated on the lower deck. A very great advantage is the oportun- ity of discharging cargo from some hatches and loading cargo from other hatches without being forced to truck cargo long distances. The ability to discharge and load at the same time is especially valuable when various hatches finish unevenly. Ramps (or elevators, if ramps are not practic- able) are preferable for handling street trucks to and from upper floors. Heavy Lift Elevators Needed Double deck terminals’ if provided with elevators should have these of sufficient size and weight capacity to lift big motor trucks fully loaded. A loaded truck weighing 20 tons should be considered. Direct delivery to truck is preferred to delivery by chutes because the latter method re- quires additional handling expense from place of rest to the chute. A landing platform for the second floor is advisable on double deck piers for the same reason that aprons are desirable for the main deck, because, slingloads can be handled with less delay. This has been accomplished at some terminals by extending a mov- able platform far enough to receive the slingload. At the Western Mary- land terminal at Baltimore the shed side of the upper floor is set back to provide a platform 10 feet 6 inches wide. The refrigerated terminal at China basin, San Francisco has a mov- 75