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

PORT ECONOMICS The Belt Line arrangement has been criticized in railway circles because “it entails, in individual instances, a longer inter-line haul than might be brought about by inter- changing at the nearest point of contact between the individual terminals.” It would require too detailed an investigation to consider this objection, and it is only mentioned here as indicating a certain drawback, which is incidental to the working of belt lines. On the whole, the Belt Line has commended itself for very general, and almost universal, adoption at North American ports. An even more extended purview over railway services in association with port work has been accorded to the Port of New York Authority, which has jurisdiction over a Port District covering the whole of Greater New York and a large slice of adjacent country (roughly in all, land and water, 1,500 square miles). Within this area, the port authority, according to its Act of Incorporation, “has full power and authority to purchase, construct, lease and/or operate any terminal or transportation facility.” In the definitions accompanying the Act, Transportation Facility includes * railroads, steam and electric, motor truck, or other street or highway vehicles, tunnels, bridges, boats, ferries, carfloats, lighters, tugs, floating elevators, barges, scows or harbour craft of any kind, aircraft suitable for harbour service and every kind of transportation facility.” These powers are extremely comprehensive, and in exercising them during the short period of its existence, the Port of New York Authority has come into conflict with the railroad interests, neces- sitating an appeal to the courts of law. There is no instance in Great Britain of a port authority with powers approaching the magnitude of those at the disposal of the Port of New York Authority. If a railway company is the owner of a dock system and virtual administrator of a port, it naturally also enjoys jurisdiction over its own railway system, but within the limits of the port its powers are circumscribed by local interests and R6

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