At the loading end of the system, provision is usually made for positioning

the end conveyor as nearas possible to the actual point where the bags are

to be placed. In trucks this is done with a standard extension conveyor.

In rail cars this is difficult because the flow of bags must turn after

entering the door of the car. No method was observed which made this turn

and transported the bags to the end of the car. Loaders were required to

carry the bags from the car door to the spot where they were to be placed

in the loaJl.

 Workers are stationed at the filling stations to place burlap bags

on the conveyor, but this is done by the bag tier for paper bags. The

number of workers required for this operation depends on the way the

system is arranged. If conveniently located and installed at floor level,

the number can be held to a minimum. In some cases it was possible for

bag sewers to perform this operation with only a moderate decrease in the

production standard for sewing. Workers are also needed in some cases to

prevent bags from falling from the conveyor on turns. Again, this depends

on the arrangement of the system. Loaders are stationed in the motor truck

and rail car to take bags from the conveyor and to place them in the load.

These workers also move the conveyors as required in loading and in shifting

from one truck or car to another. Conveyor systems were observed in use for

loading burlap bags in motor trucks only, and in both motor trucks and rail

cars. In all cases where paper bags were packed, provision was made for

both truck and rail car loading.

 For the fork truck method, industrial fork trucks are used for

transporting packed bags from the filling stations to the load. The use