TRANSACTIONS OF SECTION G. 993 



It would involve the dredging and disposal of 1,500,000 cubic yards 

 of material, new locks at Gloucester and Tewkesbury, a subsidiary entrance 

 at Gloucester, and a transhipping basin at Worcester; whilst the channel at 

 Gloucester would require to be widened and straightened and three bridges con- 

 verted into opening bridges. ° 



The author estimated that the co3t would be considerably under 60O,O00Z. 



A. more modest scheme is to convert the Westgate Bridge at Gloucester' into 

 an opening bridge, and so allow of ordinary 300-ton coasting vessels tradin"- to 

 Worcester. The estimate for this and certain subsidiary works was 20,000Z. ° 



In conclusion, the author expressed belief that the improvements would render 

 possible a great reduction in cost of transport, but considered that there was no 

 prospect of their being carried out unless the local authorities interested would 

 undertake them. 



2. On the Welsh Methods of Shipping Coal. By Professor J. Ryan. 



The author described the arrangements for loading coal adopted at the 

 Alexandra Dock, Newport, at the Bute and Roath Docks, Cardiff, at Penarth 

 and at Barry. ' 



The chief methods discussed were : — 



The Newport low-level system, in which the full waggons are received at quay- 

 level, raised by hydraulic elevators to the discharging height, and finally dismissed 

 as ' empties ' along an upper stage or viaduct. This method has been followed at 

 the Alexandra Dock, Hull, and elsewhere. 



The Cardiff low-level system adopted at certain tips at Ban-y, Roath, &c., 

 where the waggons are received and dismissed at the quay-level, being elevated for 

 discharge by an hydraulic hoist. 



The Barry high-level system, where the waggons are received and dismissed 

 along different lines on the same elevated staging or viaduct, the wa"-gon3 bein"- 

 manipulated for discharge by the hydraulic machinery of the tip. ° " 



The Penarth system, similar to the above, except in the details of the arrange- 

 ment of the railway lines. 



The Roath Dock system of loading by Lewis-Hunter cranes, by which each 

 waggon-load of coal is separately lifted in a box and deposited in the hold of a 

 steamer, with a minimum of breakage. 



These systems were discussed on the score of economy, of efficiency, and of 

 despatch. 



Modifications of these and certain other systems that have been used elsewhere 

 were referred to, and compared with the foregoing. 



In the matter of speed in loading, the chief systems are all capable of tipping 

 coal much faster than it can be trimmed in the hold, so that it is only a ' self- 

 trimming '_ steamer which can tax the capabilities of the tip or crane. 



Some instances of rapid despatch were quoted, amongst others : — 



The s.s. ' Algoa,' which was loaded in the Alexandra Dock at Newport in 1896, 

 when ll,671i tons were shipped in 36f working hours; that is, at an avera'^e 

 rate of 317 tons per working hour, and this maintained for so many hours. ° 



The s.s. ' Samoa,' which was loaded at Roath Dock in'1893, by Lewis-Hunter 

 cranes, receiving 9,234 tons in 28 working hours, this being at the rate of nearly 

 330 tons per working hour. Higher rates have of course been attained in shorter 

 penods. 



At Barry Dock over 490 tons was delivered to the s.s. ' Ilarbury ' in one hour at 

 a single hoist. In 1896 the s.s. ' Ocean,' having been loaded at Barry with 1,900 

 tons of coal, left on the same tide she entered with. In October last the s.s. ' liar- 

 bury ' took in 2,467 tons 8 cwt. of coal at Barry between 2.40 p.m. and 7.65 p.m. 

 on the one day, the average rate of loading being therefore in this case nearly 470 

 tons per hour. 



1898. 



3s 



