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hatches using their own deck winches and booms for transfer. It will be evident that these widely different types of vessels presented a demand for divergent types of shore equipment. The area available between the right of way of the New York Central and Beach avenue is approximately 1400 feet. The problem is to construct an efficient terminal offering facilities for the transfer and handling and storage in transit, of package and bulk cargo, as well as passengers and automobiles on their wheels, with the maximum economy, efficiency, and dispatch in transfer and handling, ‘from widely divergent type vessels. Quay Type of Pier Adopted To this end a quay type with mar- ginal tracks and transit sheds was adopted, the quay wall being 1200 feet in length. Of this length 804 feet is a typical ocean quay of 30 feet width, carrying two railroad tracks, the shipside track being stopped 250 feet from the north end to permit the installation of four hinged ramps car- ried on gallows frames opposite tran- sit shed No. 3. At the south end three hinged ramps are provided to facilitate transfer of cargo into the open storage space traversed by the track leads from the New York Central. _ At the north end an additional hinged ramp leading to Beach avenue and a parking space between transit shed No. 3 and Beach avenue, is pro- vided for tourists’ automobiles being handled by carferry, and subject to customs inspection upon arrival and before clearance through the stockade. This arrangement has made it pos- sible to extend the inside wharf track the entire length of the structure and the shipside wharf track approximate- ly 800 feet of this length, still leaving ‘room for the side port ramps at each end of the quay. It is estimated that the Barge canal vessels out-turn a maximum of 3000 tons of cargo with an average stowage factor of one and a half, i.e., measur- ing on the average 60 cubic feet to the ton. To allow ample room for the use of large capacity skids and in- dustrial lift trucks without high tier- ing, the central transit shed floor area is 261 feet 6 inches long by 120 feet - broad. Transit sheds Nos. 2 and 3 are 241 feet 6 inches long by 120 feet broad. Between the sheds is a truck court. Because of the limitation of space, this truck court is 50 feet wide. The pave- ment of the court is 42 inches below the wharf and transit shed floor level, on the same level as the connecting roadways. It is connected with the wharf by ramp. These courts offer 60 feet of tail board space at each end of the transit shed, with sliding shed doors, sliding vertically in two sections. In transit sheds No. 2 and No. 3 the loading area is set into the building, trucks backing into an ad- ditional loading court within the building. Two Railroad Tracks Installed The car loading platform in the rear of the transit shed is served by two railroad tracks and is made extra wide, 20 feet, in order to accommodate transshipment of automobiles to rail- road cars and to give ample working room for the loading and discharging of railroad cars at the terminal. It was decided by city council to construct only transit shed No. 1 at this time, with the anticipation that transit sheds Nos. 2 and 3 will be added as soon as the traffic movement has been firmly established. The quay wall for 1200 feet is set inshore 70 feet from the line of the inshore end of the west jetty. The construction is carried out in the dry by excavating a trench. The wall is of the relieving platform type. The face of the wall below the water line is corrugated steel sheet piling and the relieving platform and verti- cal wall, with counterfort reinforce- ments and resting on timber piling tied back by tie rods to sheet piling anchor piles, is of concrete. The fill is rolled down and compacted to the - danger. wharf level and paved with concrete. The railroad ties and tracks rest directly on this fill, which forms a deadening cushion. The wharf sur- face, flush with the tops of the rails, is of concrete slabs. The shed floor is laid upon a rolled and consoli- dated fill to floor level. Protecting Quay Wall Fenders Mooring bollards are provided at frequent intervals in the quay wall. Two horizontal fender timbers are attached to the wall. It is intended to drive bumper piles with a space of 8 inches between the oak horizontal timber and the inside segment of the piling to permit flexible movement of the pile to absorb the kinetic energy of a vessel coming alongside. Transit shed doors are of the double horizontal sliding type, placed in alternate bays. They are 10 feet wide by 14 feet high, to permit the use of crane attachments on the industrial trucks. The transit sheds are of fabricated steel frame construction, steel frame windows, hollow tile and _ tapestry brick veneer walls, cast stone trim and architectural features with stucco walls for the second floor. It was found that the additional cost was insignificant to make this marine passenger terminal harmonize architecturally with the very hand- some buildings of the lake shore park recently constructed by the City of Rochester. The slight additional cost was also offset by future main- tenance charges. In various ports of the world pas- sengers are handled across the wharf on a travelling gantry gang plank to a second floor passenger gallery in order to keep passengers away from the freight handling activities of the main deck where passengers are very much in the road and in personal One of the best examples of the accommodations is that of the French line at Le Havre, France; of the Saint Pauli landing stage, at Hamburg; the Princes’ landing stage, at Liverpool; and the most recent eo fl alti ea Heat pitt Bia EEE (ae | es He | Cyao lator Rie ci eIe) Et 0 Central transit shed of the Charlotte t ed steel frame, hollow tile, ~ Marine Review—December, 1931 = min erminals now under con struction ni Last Elevation at the Port of Rochester, N. Y. To be built of fabricat- tapestry brick, cast stone, stucco on the second floor walls 39