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New Terminal at Rochester Facilitates Traffic HE accompanying illustrations show the new package freight and passenger terminal at Roch- ester, N. Y. An article on this ter- minal, shortly after work had been commenced, was published in the Dec. 1931 Marine Review. The ter- minai was completed in August, 1932. It provides ample modern dock facil- ities for lake ocean and barge canal shipping at the port of Rochester, giving access to Lake Ontario. Due to the completion of the Wel- land canal and the increased capac- ity of the Barge canal and the needs of Lake traffic, it was decided dur- ing the spring of 1931 to make a pre- liminary survey of the _ possibilities for improving the package freight and passenger facilities at this port. It was found that approximately 300,000 tons of cargo was. offered annually for trans-shipment at Roch- ester and that with proper facilities providing economies in transfer and handling that this tonnage under normal conditions might be_ in- From 75,- ereased to 500,000 tons. 000 to 90,000 passengers are also handled annually at Rochester. This traffic is to and from Canadian ports. The companies handling these pas- sengers are: the Canada Steamship lines with passenger and package freight vessels of the typical side- wheeler Great Lakes type; and the Ontario Carferry Co., a subsidiary of the Buffalo, Rochester & Pittsburgh railway; the latter company using earferries. Since this movement in passengers is international, provi- sions had to be provided for conyen- ient customs and immigration in- spection. The plans for the terminal were prepared by R. S. MacElwee, then associated with MacElwee & Crandall Ine., consulting engineers, Cam- bridge, Mass. A quay type of pier design was adopted with marginal tracks and transit sheds. The quay wall is about 1200 feet in length and of this length 804 feet is a typical ocean quay of 30 feet width, carry- ing two railroad tracks. The illustrations show particular- ly the style of transit shed, the up- per landing and gantry gangplank for the transfer of passengers from the upper deck of carferries and pas- senger boats to the passenger deck on the wharf. In this way pas- sengers are completely segregated from the activities on the main floor where longshoremen are handling package freight. It is evident that the finished proj- ect is not only efficient for its pur- pose but is neat and pleasing in ap- pearance. All the metal work is painted with aluminum paint, which together with the color of the tap- estry brick and the gray of the stucco walls of the upper floor makes ah inusually attractive structure. This was accomplished at no greater cost Quay side and transit shed of the new tei mi- nal at Roches- ter,N. Y. Gantry gang plunk for transfer of pas- sengers from upper deck of vessel to upper deck of shed Passenger land- ing on the up- per deck of transit shed at the new termi- nal for package freight and passengers at Rochester, WN. yy, Completed in August last year MARINE REVIEwW—March, 1933 than a corrugated iron building which would require much greater expense in upkeep and maintenance. 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 in- dustrial trucks. This passenger terminal has been designed and built to harmonize architecturally with the fine build- ings of the Lake Shore park con- structed by the city of Rochester. Hull Form Developed (Continued from Page 20) ceptance of tank tests as a basis of comparison, Sir Joseph does not pro- pose to take advantage of the full amount of displacement gained as shown by the tests as he realizes that such tests do not ordinarily fully al- low for the effect of rough seas and gale conditions. For the ships that are about to be built, he proposes to reserve more than an ample margin. It is his opinion that for ships trad- ing in sheltered waters, full advan- tage should be taken of the results obtained in the model experiments. The ships which are to be built will be capable of a speed of 11% knots on loaded trials. The good weather sea service speeds, however, are to be 11 knots for a daily coal consump- tion of 21.5 tons per day, or 10 knots on a consumption of 16 tons per day. The efficiency of these vessels and their adaptability for various speeds will make it possible for them to do 9 knots in actual service on a daily coal consumption of less than 12 tons. This refers to the actual coal consumed on a voyage. With such performance, tramp ship owners are confident that these vessels can be operated at a profit even at the low freight rates now prevailing. Tests giving excellent results, have also been carried out on a model of a 16-knot, 395-foot ship. At the pres- ent time tests are being carried out for an equivalent sea speed of 35 knots or greater. 21