Port economics

Bibliographic data

Monograph

Identifikator:: 173564191X

URN:: urn:nbn:de:zbw-retromon-111718

Document type:: Monograph

Author:: Cunningham, Brysson http://d-nb.info/gnd/1055472266

Title:: Port economics

Place of publication:: London [usw.]

Publisher:: Pitman

Year of publication:: 1926

Scope:: IX, 134 S

Digitisation:: 2020

Collection:: Economics Books

Usage license:: Get license information via the feedback formular.

Chapter

Document type:: Monograph

Structure type:: Chapter

Title:: Chapter II. Explanation of terms used in connection with ports and harbours

Collection:: Economics Books

PORT ECONOMICS the open end. After entrance, the second pair of gates is closed, and by means of sluices, the level of the water in the lock chamber is either raised or lowered as the circumstances may require, in the former case by admitting water from the dock, and in the latter case by discharging water into the outer waterway. When the level of the water in the lock chamber has been adjusted to the new level, the first pair of gates can be opened and the ship is free to leave the chamber by the other end from that at which it entered. Not only does the system involve an important out- lay in construction and equipment and also in working cost, but each locking operation causes the withdrawal of a volume of water from the dock which cannot in the majority of cases lightly be spared, and this consideration reduces the periods within which locking is economically practicable. The disadvantage of a Basin in comparison with a Dock in places where the tidal range is at all considerable, is that the rise and fall of the water level necessitates constant attention to the mooring ropes, that is, they have to be slackened or tightened at frequent intervals. Also, the change in the relative levels of a ship’s deck and the quay makes cargo handling difficult, and, in some cases, im- practicable. These objections apply equally to riverside quays. Moreover, unless there is sufficient depth of water in a basin, ships will take the ground at low water, and this is inadvisable, as strains may be induced in the ships’ frames, owing to the inequality of support. Modern mercantile vessels, constructed of slender steel framing and thin plating, are not designed to withstand stresses of this nature. Generally, a dock, by the very nature of its complete enclosure, affords a greater degree of tranquillity and shelter for shipping, and more effective security for goods from pilferage and theft. Formerly, a wet dock was commonly known as a floating dock, because it kept vessels afloat, but this designation 20

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