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S HAS so frequently been the A case in handling dry, dusty materials such -as paper- maker’s clay, cement, crushed lime, ete., the means for eliminating dust and other losses in the handling were found in the use of the pneumatic system. The hand loading and the belt conveyor at the storage shed have been replaced by a pneumatic conveyor which reclaims the potash and delivers it to a box car loader. The unloading equipment consists of a flat car upon which is mounted a complete pneumatic conveyor system and filters, with a bucket elevator, and a telescoping spout reaching into the hold of the ship. The pneumatic equipment is of the usual type modified so that if neces- sary it can pass under railroad bridges for removal to other plants. In this event, the bucket elevator must be dismantled on account of its height. In this part of the installation, there is a receiver, three compart- ments of filters, a screw conveyor discharging into the boot of a bucket elevator, and a motor driven vacuum pump. A long, telescopic chute ex- tends from the head of the elevator to the hold of the vessel, which is loaded by gravity. The same essential parts are used here, as in the car loading installa- tion, with the exception that the long conveyor duct is not required. Instead, there are two sections of flexible hose with suction nozzles for unloading cars. Material is drawn from a box car spotted alongside the conveyor, and after passing through the receiver and filters, the air is exhausted through the pump, into the at- mosphere. The vacuum pump, with By Doubling Up Gangs the Ship’s Dis- patch Can Be Expedited 90 OTTTUUCQUUUOHHTUUUUUCUUOHTTTUUCOLUUUIIULULOUUUUTLULLLCULCULLLLLLCOELULLLCGGLUULLCCoLE LOLOL HIS page is to be devoted to short items on all matters having to do with the more efficient turn- around of ships. These items are in- tended to be of a helpful nature. We will welcome for this page brief descriptions, illustrated if possible, of any better or safer way of perform- ing any function in cargo handling. Also, any questions submitted will be answered by the editor. ITTNVUTITIUTUCCUUULHT IT UUUUGUUOAITUUUUUUEOIITULUCUGETCLLLLULLOLEULLLCCLO LHC Uce ULL a 75 horsepower motor, is housed at one end of the flat car; the filters are at the opposite end. A car pull- er at the end of the dock is used for spotting the cars and in operation the ship to be loaded is moored at the dock, adjacent to the movable conveyor. Hand manipulation of the two intake nozzles inside of the car Handling Pipe at Los Angeles permits unloading at the rate of 15 to 20 tons per hour, with five men to handle the equipment. Six men were required with the former meth- od of unloading. On Using Gantry Cranes The East Chicago Dock Terminal Co. using gantry cranes load random lengths of steel at an average of 60 tons per gang hour. The slingloads range from 3 to 8 tons. Pig iron is handled at the rate of 100 tons an hour in 16 slingloads. Hatches of the ships using the terminal vary from 12 feet to 60 feet fore and aft and 18 feet to 24 feet wide. With the smaller hatches operations are retarded approximately 10 per cent. Recently a well known steamship company discharged a partial cargo MARINE REvirw—April, 1931 of newsprint paper from hatch No, 2 onto the pier and stored it three high with an electric ‘truck fitted with paper handling attachment. Hatch No. 3 was handling the same commodity but using hand methods on the pier. The electric truck han- dled 74 rolls an hour. The gang on hatch No. 8 handled only 28 rolls an hour and could only stack them one high on end. Wood Outlasts Steel OOD still plays an important part in many marine structures including steel ships. This applies particularly to docks and piers of all kinds and for foundations and other parts of structures built over water or on shore in contact with water. For such work the most dur- able timber is obviously the best. However, many conditions enter into the availability of the best material and very often a compromise is made on account of cost and difficulty of procurement. As a result the upkeep cost is high. Perhaps no other commercial tim- ber has the remarkable lasting quali- ties of mature greenheart wood. It has been known a long time having first come to the attention of Eng- lish timber merchants in 1769. From then on it was imported in large quantities first to England and later to the United States. The chief source of supply is British Guiana. According to government experts, though greenheart is well known, its importance in the timber trade of this country promises to increase since no other foreign wood is so well adapted to so many uses. Driving Greenhart Piling for Durability and Strength. Remarkable Lasting Properties