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

CHAPTER VII THE PORT AS A “ TERMINAL ” AMONG the different aspects in which a port may be considered, none is of greater importance than that of its relations to inland transport—in other words, the linking up of its water services with its land services. We have seen in Chapter I that consignments of goods for export reach a port from inland sources by various routes, and that incoming goods from abroad are distributed along the same routes, but in the opposite direction. We have now to consider the port in its relation to these land routes, that is, as a ““ Terminal,” using a word adopted in America to express a point or station at which goods are transferred from one class of transporting agency to another. RAIL CONNECTIONS Obviously, the most prominent and the most effective means of inland transport at the present time is the railway, certainly as regards distances of considerable extent. Within the immediate vicinity of the port, road vehicular transport may occupy the chief place, and, for moderate distances inland, there is a growing rivalry between the motor lorry and the railway wagon. Furthermore, if dispatch is not an important consideration, goods may be transported by waterway at a considerable saving in cost. But, despite these reservations, the railway remains the chief and essential link between the port and its hinterland. It acts as the principal collecting and distributing agency over a wide area of country, extending to remote towns and districts, and forming the connecting medium with inland industries and manufactures, mills and factories, markets and merchandise. The problem, therefore, of RQ 2

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