Port economics

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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

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Document type:: Monograph

Structure type:: Chapter

Title:: Chapter VII. The port as a "terminal"

Collection:: Economics Books

THE PORT AS A ‘“ TERMINAL ”’ 35 traffic along certain trunk or branch lines, is more or less a matter of extraneous interest to them. In North America, the matter is envisaged with a broader outlook. The rail systems over a much more extended area come within the purview of a port authority. This is attributable, no doubt, in some measure to the fact that, in contradistinction to the conditions obtaining in this country, there are at most ports a considerable number of individual and competing trunk line terminals, in several cases as many as a dozen. Under these con- ditions, a general system of quay rail connections has been evolved, termed a Belt Line, connecting all the various terminals with the quays and wharves, as also with industrial sites and areas in and around the port. This Belt Line Service is regarded as a function of the port authority, or of a co-related body constituted for the purpose. This does not necessarily involve port ownership, though jurisdiction may be exercised on that ground. Some Belt Lines are State owned and operated, as at San Francisco ; others are municipally owned and operated, as at New Orleans; others again are privately owned, but operated by the municipality, as at Philadelphia ; and some are owned and operated by the port authority, as at Montreal. The function of a Public Belt Line in America is to “supply comprehensive, economical and non-discrimina- tory switching service. It transfers cars (wagons) from railroad to railroad, from railroads to wharves, from wharves to railroads, from railroads to industries and public delivery tracks, from industries to all transportation outlets of the city, and makes available to railroads all the necessary wharf and individual switching connections at a uniform charge.” (Public Belt Railroad of the Port of New Orleans. Port Series No. 5.) It will be seen that the principal characteristic of this system is to put the service upon a common and uniform basis, serving all interests alike and without preference,

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