Port economics

Bibliographic data

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

Usage license:: Get license information via the feedback formular.

Chapter

Document type:: Monograph

Structure type:: Chapter

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

Collection:: Economics Books

THE PORT AS A “‘ TERMINAL / municipal administration. No autonomous port authority is invested with supervision over the railway systems for a radius of twenty miles or so of the port. One of the difficulties which the Port of New York has had to encounter is that the commercial and maritime interests of the city are centred in the Island of Manhattan. Of the numerous trunk lines serving the port, only one has a terminus on Manhattan; in the other cases, the lines run as far as the New Jersey shore, whence the rolling stock is conveyed across the river Hudson by means of a service of car floats, or train ferries, except that the cars are not landed in New York. These car floats—large pontoons accommodating some thirty to forty wagons in two or three parallel rows—are towed across from piers in Jersey City to piers on Manhattan Island, and in this way they absorb a good deal of riverside space which might otherwise be used for shipping, and, at the same time, the service is necessarily slow and involves a good deal of superfluous handling of goods between wagon and float and vehicle. In its Comprehensive Plan for the Improvement of the Port, issued in 1921, the Authority devised a system of underground electric belt railways to bring the goods from the terminals on the New Jersey side of the Hudson to a series of distributing terminals, not on the waterfront, but in the interior of Manhattan. This system, though exhibiting many admirable features, possessed the draw- back of being costly in construction, and difficult of realization within a reasonable period of time. The Authority have lately substituted, at any rate as a tem- porary measure, a scheme of unit-containers to be lifted on to vans from railway wagons, and so conveyed either by ferry, or through the Holland Tunnel, across the Hudson and thence direct to one or other of nine distributing depots to be established in districts of equal traffic density. This arrangement involves less outlay, and it is contended that it will appreciably relieve the congestion which is only 7—(601) 84

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