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460 adoption. It will greatly relieve con- gestion at terminal piers and help local shippers and consumers. It is evident some commodities can be handled at much more rapid rate with the same amount of equipment at some seasons than at others and operating measures should be taken so far as possible to take advantage of seasonal shipments and _ proper storage. This is now largely done and is being given increased consid- eration. I wish particularly to speak of pool- ing of floatage equipment, diversion by floatage around congested areas and the need of additional floatage and emergency transfer points and then to suggest a program that .can be m de to meet the equipment emer- gency until permanent port develop- ment can be had. The program will also go far toward releasing rolling stock and solving the railroad prob- lem. I will, therefore, first discuss the probable present and future needs and then the constructive program. A Huge Terminal New York harbor has. been -vari- ously described as a great communi- cation switchboard and as a great internal belt line railroad where the equipment was not confined to rails in its movement. For the purpose of this emergency solution I prefer to picture its ftunctions. as a great combined terminal and classification yard where every unit can move inde- pendently of all others' and of rails and switches, so that the classifica- tions, receipt and delivery of goods (an take place at.any point as con- venience or emergency dictates. The port problem is now similar to the store-door delivery problem in Manhattan, but on a. vastly larger scale of units and tonnage. The float- age needs today are probably 100 per Cone Greater. than. three .years ago with probably not more than 30 per cent greater efficiency due to speed- ing up and new building counterbal- THE MARINE REVIEW anced by losses, commandeering and lack of labor. If we consider our army and navy tonnage program for the next 18 months, the economic location of New York with regard to foreign shipment and interior rail lines, the war contracts resulting in enormous production within 100 miles of New York, and the absolute requirements of the present and incoming civil ned BCOXSACKIE Ry =< @ |\ oe N <AR > 4 ray Zin CD Oye OUGHKEEP SIE ar 4 reed October, 1918 population in this manufacturing dis- trict, I think there will be no need of statistics to help us to agree that the floatage needs within a year will be double what they are now. The port is now deficient in ware- houses, rolling stock, terminals and ocean shipping, and all of these are impossible of amplification without serious diversion from vital war needs, direct or indirect. Goods on barges travel as rapidly as freight cars and release an equal tonnage. The rela- tive first tonnage cost per ton ca- pacity is about as follows: Barges, wood, $20; concrete, $23; steel, $30; freight cars, $70; steel cargo ships, $180. Handling goods on barges can release cars from the average four days of classification delay, and by having the cargo readily accessible can expedite the sailing of ships so that there will be a large saving in first cost for equal <results, Lowering the Cost As to operating cost, it seems cer- tain that the cost. per ton will' be less if there is an ample supply of floatage efficiently handled than if the supply is inadequate. Floatage load- ing points and terminals must be largely increased. The available floatage in New York harbor now approximates the follow- ing: Car floats and barges owned by railroads, 1400; car floats and barges owned by private companies and individuals, 800; special unload- BRIDGE PORT, NEW HAVEN MAP OF THE PORT OF NEW YORK, SHOWING THE EMERGENCY AND BARGES PROPOSED BY BENJAMIN A. HOWES IN HIS R FREIGHT INTERCHANGE BETWEEN RAILROADS f EPORT TO A COMMITTEE REPRESENTING THE INTERSTATE COMMERCE COMMISSION 5 a 8 ea Ras