2 
CARGO HANDLING AT PORTS 
fo their ultimate destinations. The number of these marks 
in a cargo often runs to five or six hundred, as each con- 
signee insists on having delivered to him the identical lot of 
produce to which he is entitled. This means that, in the case 
of wool, he requires, not merely wool of a particular quality 
and from a particular district, but wool from a particular 
farmer, and, in the case of fruit, from a particular grower, 
with grading, in addition, according to quality. 
3. Its fragility. Very few goods, or their containers, 
are of a sufficiently substantial nature to stand rough 
handling. Most goods in crates and boxes are liable to 
crushing and breakage. It is a common sight to see repairs 
to cases and other containers being carried out within 
transit sheds, and even on the quays. - A staff of men has 
often to be assigned for the purpose. This fragility is 
important in that it imposes a restriction on the size of the 
parcel which can be handled out of the ship’s hold without 
serious risk of breakage. 
4. Its liability to deterioration when exposed to the 
weather. This nccessitates some form of protection from, 
or as little exposure as possible to, atmospheric influence. 
Hoods and tarpaulins have to be rigged up when the weather 
is at all showery, and in certain cases, such as in dealing 
with flour, cement, etc., it may be necessary to suspend 
operations altogether on wet days. 
These various characteristics must be borne in mind in 
the ensuing consideration of the means applicable to the 
handling and transport of goods at the quavside. 
SPECIAL CARGOES. 
There are three classes of cargo which,” while included 
in the foregoing, possess particular features which should 
receive some special mention. These are Dangerous Cargo, 
Precious Cargo, and Perishable Cargo. 
Dangerous Cargo comprises goods in which there is 
risk of damage to surrounding property, or to the vessel 
in which it is conveyed, by reason of combustion. explosion.