trade demands of the whole world. It will upbuild international credit, and shift to America an increasing and ultimately a predominant share in international exchange. It will also aid American manufacturers in need of foreign supplies, who will be able to secure them at American ports of entry, in which merchants can exhibit samples, can mix, grade and alter for domestic or export use, and to which buyers from America and other countries can come as to a great market-place in which commodities of the world are exhibited for purchase and sale.

In addition the opening of the Panama Canal will still further dislocate the trade routes, just as did the opening of the Suez Canal. It places New York, New Orleans and San Francisco in a far different relation than they previously occupied. The recently inaugurated federal reserve currency bill makes possible the development of international credit, which will be largely aided by the up-building of oversea traffic, with the consequent merchandizing and consignee houses that exist in countries where free trade exists. Finally, America is the natural country to be the counter of the world. Its seacoasts face every other continent; it is the greatest of all reservoirs of raw materials and foodstuffs. In iron and steel and standardized production it is in a position to compete with the world. But international trade (and this is always overlooked) must be reciprocal. It cannot be one-sided. And credit balances cannot for any prolonged period be paid in gold. They can only be paid by exchange of wealth.

THE MODERN TERMINAL PORT

BY WILLIAM JOSHUA BARNEY,

Consulting Engineer, New York City.

Efficient terminals are today essential to social and economic advancement. Among railroad men, the great problem of transportation is the cost and speed of handling goods through the terminals. On the main lines of the great railroads, little improvement can be made for speed and economy. Millions, therefore, are being spent by the railroads to make their terminals more convenient and efficient for passengers and freight.

All the great ports on the continent, from Montreal all the way round to Seattle, have paid out large sums of money to experts to plan their terminal ports. They have spent millions in construction-much of which has been expended to modernize and to correlate existing piers, sheds and waterfront railroad yards. On every hand, corporation and public authorities are beginning to concentrate brains and capital on the problem of the modern terminal.

The "modern terminal port" may be defined as "a terminal of terminals" and is a more inclusive term than "The modern terminal." The latter phrase is too often limited by custom to a railroad terminus, whereas the terminal port involves the designing and constructing of piers, bulkhead, wharves, pier sheds, warehouses, mechanical equipment, lighting, heating and also railroad tracks and yards, and railroad equipment in all its complexities. In generalities, it requires wide and experienced imagination for the proper planning of future facilities, tempered by a proper sense of proportion as to financial and commercial expectation. In administration, it demands tact and executive ability to adjust and correlate existing enterprises, and to bring many varied interests into one harmonious whole.

This science of creating terminal ports is in its infancy in this country. Its principles are known to a few, its importance realized by a moiety. Its literature is comprised in random articles and papers before societies. It is a science, therefore, to advance

which will pay the individual by its very scope and by its opportunities to contribute to its literature and recognition. A study and dissemination of its principles and importance should appeal strongly to municipal and national patriotism. Many of our ports-sea, lake and river-are having but a tithe of their full prosperity, because their citizens fail to realize that antiquated wharves, uncorrelated with the railroads, strangle growth in wealth and population. In contrast, the modern prosperity of Hamburg, Liverpool and New Orleans is resultant from their terminal ports, the existence of which is largely due to the energetic realization by their citizens of the necessity for such terminal organization. The people of a city must be in insistent accord with terminal development for it to advance effectively-and authoritatively informed leaders are needed to create this popular accord and understanding.

The old simile that transportation ways are the arteries of a civilized state should be carried further to emphasize that the terminals of transportation, especially waterfront terminals, are the heart centers. Even with the best of arteries, if these heart centers are clogged, there is an unwarrantedly slow and costly circulation of freight and food supplies. Viewed from this angle, the terminal organization of the city becomes of utmost importance to the economist and social worker. In fact, bad terminals are prime contributors to the high cost of living, since they result in confused masses of freight passing in and out of the city at exorbitant cost in time, labor and money.

For example-a truck farmer of Staten Island, one of the boroughs of Greater New York, leaves his farm before midnight to drive slowly into the great wholesale district along Greenwich Street on the lower west side of Manhattan. He arrives there early in the morning and disposes of his produce and returns home. That evening is placed on his neighbor's table some of the same food so laboriously taken to Manhattan in the morning, for the local grocer has followed behind the farmer some four or five hours later, purchased his vegetables from the wholesale man in Manhattan and brought them back to Staten Island. Food cannot be moved ten or fifteen miles and returned without someone having to pay for the unnecessary hauling.

This condition obtains for practically all the great city of New

York. Through trade customs, prestige and organization, practically the entire wholesale food business of New York, save meat and fish, is contracted into a few blocks in the lower west side of Manhattan. To this center all food supplies are trucked, usually under crowded and congested conditions, and are likewise trucked away to the various retail dealers, many of whom are located only a few blocks away from an original point of entry for such supplies. This problem of sub-dividing the market center is now engaging much attention in New York; and unquestionably, at no distant date, the Bronx, Brooklyn, Queens and Staten Island will be provided with their own market terminals, served by direct railroad connection and by lighters and small crafts. Such rearrangement of market facilities provides an excellent opportunity to introduce modern sanitation, both in the construction and inspection, which is sadly lacking in the markets of most American cities.

Practically every city thus illustrates, in one way or another, how directly poor terminal arrangements affect the cost, comfort and sanitation of living. Therefore, when studying a city and its life, the student of theoretical economy or the direct worker for social betterment should first look into the terminal conditions, for in them only too often will be found the source of the community's economic and sanitary problems. The science of terminal planning thus becomes a touchstone of great value to the economist and sociologist. To this end let us consider the elements and the characteristics of the modern terminal port.

Reverting to the first definition of a terminal port, "a terminal of terminals," there are two phases to consider-first, the individual terminals of a port which may be based on one pier or many; second, the interrelation of these individual terminals in forming one composite whole.

The individual terminals may be advantageously classified with reference to the origin and destination of the goods or freight passing through them. In these classifications, as in grouping generally, clear-cut lines of division are assumed for discussion, but do not occur in reality, since practically all classes of goods in small or great quantities will pass through every terminal. One type, however, usually so predominates that the terminal may be placed.

First, there is the trans-shipping or import-export terminal.

Such a terminal is primarily a point of interchange between the railroads, river crafts, coastwise steamers, and oversea ships. Goods are received from all parts of the country, assorted and assembled into cargoes for export; in the same manner cargoes from abroad are unloaded, classified and distributed throughout the country.

The characteristic of the trans-shipment terminal is that it forms a community or center of business, that may be, in fact should be, located in the outlying sections of the city, since the freight there handled is not destined for the city proper: for example, Tillbury Docks, some eight miles below London, or the trans-shipping sections of the great terminal companies in the outlying sections of New York.

In the second class of waterfront terminals is placed the industrial terminal. Through this type of terminal, raw goods pass into the city to be manufactured, and the finished articles pass out. In its highest form, such a terminal is really an industrial area fed by railroads at the rear and by vessels on the waterfront. This terminal requires a larger space than the trans-shipping terminal for its proper development and has a closer relation to the city activities, since the many people employed in the factories and warehouses require homes adjacent; and the salesrooms and general offices of the industrial concerns should be convenient to the general public.

The third type of terminal, the city terminal, is more intimately involved in the life of the city than the industrial terminal. Through the city terminal are handled the articles for daily consumption, such as foodstuffs, and for local use, such as building materials. On the waterfront, such a terminal should be located close to the heart of the wholesale and retail districts, and should provide facilities both for large and small crafts; and should have trunk line connections to its switching tracks and sidings.

In a fourth class is the city-railroad terminal. At most ports it is possible, in a large measure, to separate the local railroad service from the local waterfront service. Thus the shore front and adjacent areas are not preëmpted or congested by railroad yards and freight yards, which may be well placed to the rear or landward side of the city. In fact, these railroad terminals for handling city-railroad freight should only intrude upon the water