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~ Fibreboard Packing Cases (Continued from Page 49) most suitable type should be based on the class of package being han- dled. The reason for the use of the spreader is to hold the slingload in- tact and to prevent the ropes coming _in contact with the packages loaded on the platform. An ideal arrange- ment would be to hoist the commod- ity on board without any pressure on the packages, but this is often im- practical and the next best plan is to distribute the pressure over a wider area of the slingload and increase or decrease the vertical or horizontal components of this pressure to suit the commodity handled. Fibreboard cases containing canned goods can stand the strongest pressure from the bottom or from the top, consequently the spreader to be used for this com- modity should be one that would give the greatest vertical and the least horizontal pressure. To reduce the vertical pressure and yet not increase the horizontal pressure the spreader can be made a little longer than the length of the platform, twelve inches longer will reduce the pressure mate- rially. The length of the spreader, the length of the sling used, whether the spreader is longitudinal or cross- ways, and the manner of fastening the slings to the platform, are the deter- mining factors. Experiments on the vertical and horizontal thrust in pounds against a slingload, at varying degrees angle of the ropes, for the usual customary spreader for a draft of 2000 pounds give the following results: Inclination of Draft Slings with Horizontal WOOO TDA? Sisk caecece 30° 45° 60° MeErticail>.sicisccesc 2000 868 816 ELOTIZONtAL sc55085¢ 1524 882 504 Similar experiments on an im- proved type of spreader, keeping in mind the objective of lessening the pressure, give the vertical and hori- zontal thrust in pounds as follows: Inclination of Draft Slings with Horizontal ZOO 0 ADSs*. Seecec ces 30° 45° 60° Vertical scl acsc 2000 828 S12 Horizontal 33:3. 830 474 288 The effect of different angles of the spreader ropes and the types of , Spreaders used--are shown in the ac- companying illustrations. Leo cis thought the use of,,.manilla rope slings and wooden spreaders is to be pre- ferred to wire rope slings and steel spreaders. The advisability of handling all commodities with care and particu- larly general cargo, cannot be over emphasized. Claims amount to large sums, but the_indirect future loss of business to the shipper, caused by consignee receiving goods in a dam- aged condition, is probably greater. 52 Important traffic is sometimes lost for years because of a claim. The ship- per must maintain and strengthen the goodwill of his customers and he has a right to expect the transporta- tion companies to do all in their pow- er to deliver the goods to the con- signee in as good condition as it is received. Properly designed slings, with adequate supervision and prop- er training, will greatly aid in accom- plishing this objective. Reconstruct Bow Following a collision between the steamer ARMINDA, a coastwise freighter of the Hedger Transpor- tation Co. Ine., and the steamer Sitvervew of. the Kerr Steamship line, the ARMINDA was towed to the Robins plant of the Todd Shipyards Corp. in Brooklyn. The remarkable feature of this job was the reconstruction of the bow without the aid of plans. Great Lakes Red Book HE Great Lakes Red Book, a vest-pocket directory giving the names of owners, operators, vessels and captains and engineers of all shipping ow the Great Lakes is now out for the year 1981 in its twenty- eighth annual edition. This conven- tent directory is published each year at Cleveland by MARINE RE- View under the direction of A. H. Jansson, editor. The 1931 edition of the Red Book lists over 1200 vessels of the Great Lakes, together with the names of owner, operator, captain and engi- neer of each vessel. There is also a complete directory of the shipbuild- ing yards on the Great Lakes con- taining the names of all the princi- pal officers and giving the adrydock, repair and building facilities at each yard. Individual vessels and fleets are alphabetically arranged. The capa- cities of all ore carriers are given and there is also a complete port directory. MARINE REVIEw—June, 1931 Handling Costs at Seattle (Continued from Page 50) versed its total depth is only 7 inches compared to the customary 14 inches. Empty skids require only half the space. An advantage over the usual flat sling board is that in the ship’s hold, the stringers under the deck permit them to be moved on dollies directly to point of storage, Fewer handlings result from the use of the combination skid and sling board, effecting not only econ- omy in labor but also increasing the speed of the operation and re- ducing damage to cargo. Incoming cargo is placed on skids in the hold and transferred from _ shipside to storage or freight cars. Outbound freight is placed on skids and then in storage from where it is moved direct to the ship’s hold. Import cargo usually required additional handling as it must be sorted as to marks and is subject to customs in- spection. When this is necessary, loads are broken down but are re- placed on skids whenever possible. Substantial savings over. former hand truck methods are being shown by this new equipment. Naturally the quantity and type of goods han- . dled have a bearing on the results but the following figures show the average labor savings on different types of cargo: Sacked goods, such as dried peas or peanuts are han- dled at a reduction of 80 per cent of former cost; baled pulp, 90 per cent; case goods, such as canned milk, 60 per cent. Bamboo, a light and expensive commodity to handle, shows a saving of 40 cents per ton or 50 per cent of the former charge. Conservatively speaking, in spite of the decrease in the volume of car- go tonnage in evidence at this time, this equipment has shown thus far a net return on the investment of about 30 per cent per annum. In addition to the advantages and labor saving effected by the use of the skids, already outlined, the elec- tric trucks are continually used for other tasks. Frequently they are pressed into service to spot cars on the waterside of the terminal, elimi- nating the need of ealling for a switch engine. They have also ef- fected closer co-operation between the steamship line, the stevedoring companies and the various other agencies delivering or receiving freight. The success of any new material handling system depends first upon an accurate analysis of the prob- lems involved, giving close atten- tion to both present and future con- ditions, the selection of the proper equipment and the efficient manage- ment of the operation. To accom- plish these results, calls for the hearty co-operation of the various departments and their officials.