The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1921-12-25
(By w. p. REED9
Traffic Manager, Industrial cor1mis-
sion, Pensacola Chamber Of
Commerce.


In an article in the November issue
Of the Gulf Marine Register, Mr.. w. A.
Bisso, of New Orleans, makes certain
comparisons Of the freight rates on coal
from Alabama mines to New Orleans.
Mobile and Pensacola. He contends
that the present rate of $500 per ton,
now applying to Pensacola and Mobile,
should also be made to apply to New
Orleans. instead Of the present rate of
$50 per ton. The object of this article
is to set forth the position of Pensa-
cola in this matter 10 show the justice
of the present rate adjustment and,
further, to show why 1t would be unfair
to realign the rates, as suggested by
Mr.. Bisso.
Mr.. Bisso's article is misleading in
that it quotes a rate of $3.50 per toy to
Mobile and New Orleans, as against
S469 1-2 to Pensacola, on coal from
Kentucky mines. These may be rates
from western Kentuey mines, but from
eastern Kentucky and eastern Tennes-
see mines the rates are from $500 TO
1920 per ton to New Orleans, as COM
pared with $50 to $40 per ton to PEN
.sacola and Mobile
There can be no valid objection to a
lower rate on coal from Illinois and
western Kentucy mines TO New Orleans
and Mobile than to Pensacola, since the
distance is shorter and both these ports
are served by direct lines from these
fields, New Orleans by the Illinois
Central and Mobile by the Mobile and
Ohio. Pensacola is offering no objec
ton to this adjustment Of rates. but
for the same reason is entitled TO like
consideration on coal from Alabama
mines
Pensacola's position in this matter
may be briefly set forth S follows:
First We may assume that Biz
mingham is the center of the Alabama
coal mining industry. The short line
distance from Birmingham to New Or
leans is 855. miles as against $50 TO
Pensacola. Based on a rate OF $500 to
Pensacola, and using these distances IS
a basis, the rate to New orleans should
be 81 40
second. Mr.. Bisso states that the
rate to New Orleans .in 1914 was S1.23
per ton. At that time the rate to Pensa-
cola was $l.0O.
Third. Much has been said and
written lately regarding transportation
economy. 1t certainly is not economy
for any railroad to carry any traffic
one hundred miles further than IS
for the same return in
money.
Fourth. Pensacola has built up a
considerable trade in bunk ers, has pro- /
vided the best coal handling facilities
in the gulf to take care OF this traffic /
and is taking care OF it satisfactorily. /.
In this connection, brief description
Of Pensacola's coal handling facilities /
might be of some interest.
The principal coal pier of the Louis I,
vile and Nashville railroad is known
as Muscogee wharf This pier is 2.240
feet long, with width at sea end Of 12o
feet. There are on this pier seven rail- /
road tracks aggregating 1900 I.neal
feet, of which five tracks are on the
lower level and two tracks on the up
per level of coal chutes for handling
coal, and four chutes for handling
grain. The arrangement Of the pier is
such that vessels can take bunker coal
from the upper trestla while loading
cargo from the lower trestle. This coal
chute has a capacity CT 800 tons per
hour
Muscogee wharf is equipped With a
coal hoist consisting of 1-2 vertical
double bucket hoists when HOSTS have
a capacity OF 210 tons per hour each.
or 420 tons combined. Either one or
the other or both hoists may be worked
at the same time In addition 10 the
hoists it has ten coal .chutes operated
from an elevated coal trestle or wharf
and these can be worked anywhere /
from 100 to 200 tons per hour. according
to the cars unlcaded These chutes
were put on wharf originally to coal
merchant vessels but in later years, |
ewing TO the changed construction of
vessels they cannot well be operated
on account Of not being high enough
when vessels come in light and stand
out Of the water. One Of these chutes, !
however, is OF the teIescoping variety
and can be raised lowered to suit I
the vessel. and VIII coal up to 80 feet
above the water. The coal hoists VIII
raise coal TO 30 feet above water, and
were installed recently to take care OF
modern vessels. Vessels can take bun
l1er coal from the upper trestIe while
loading or unloading cargo from the (
lower
On Tarragona street wharf. of the I,
Louisville and Nashville railroad, the /
is such that a vessel can I
take cargo from both levels or can /
load bunker coal from the upper level /
while receiving or dlscharging cargo |
at the lower level
Commandments street wharf. Of the
mad Nashville, is so designed 4
that vessels may receive or discharge 4
cargo from the upper and lower tracks
simultaneously, or may take on bunker
coal while receiving or discharging.
On pier No. !, Of the Guf Florida I
and Alabama Railway. is an electro
caIly operated travelling coal derrick, (
with two travelling tipples The coal IS
dumped into hoppers and is handled
over a conveyor belt from the aoppers
to the tipple. This is one a. the most
efficient coal handling de ices in the 4
country and, under normal operation,
has a capacity of 500 tons per hour.
Another distinct advantage which
e<yrny.a 44- ~