ve PORT ECONOMICS
work carried on at different quays. It would serve no
useful purpose, for instance, to institute a comparison
between the tonnage of coal and the tonnage of sacked
or bagged goods, because they are handled in totally
different ways and a much greater rate of speed is attain-
able in one case than in the other. But berths assigned to
the same class of goods—even so wide a range as is com-
prised in the term General Goods—may be contrasted with
useful results. Where there is a discrepancy in two cases, it
may be that delays are caused in one case by insufficient or
ineffective appliances, a defect which is quite remediable.
INDUSTRIAL ZONES

Some port authorities find useful sources of revenue
arising from the letting of sites for industrial purposes;
indeed, the establishment of industrial zones in the
immediate vicinity of a port is a distinctive feature of
modern lay-out, it being recognized that such zones serve
as feeders to the business of the port and foster its develop-
ment. At the same time, they should not be allowed
to occupy valuable frontage space, but should be located
a little in the background, with such rail, road and water
communication as is desirable and necessary. There is a
considerable area of this kind under development at
Trafford Park, Manchester, adjacent to the Manchester
and Salford Docks, where, in addition to an important
group of warehouses and stores, a large number of works
and factories are springing up. A similar project is in
course of materialization at the new port of Venice—the
Industrial Port, as it is termed—located on the mainland
and connected with the ancient port by a channel across
the lagoon. Other instances might be adduced, but the
advantage of the arrangement is obvious.
FREEPORT AREAS

These industries and factories may be established in
connection with those port areas which are known as

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