38 DOCK FACILITIES IN NEW YORK CITY. 
New York merely as a port of entry for trans-shipment on its way between 
foreign countries and other parts of our own country. Such freight might 
well go to Baltimore, Philadelphia or Boston, but is attracted to New York 
by its land-locked harbor with easily navigated channel approaches and by 
the greater number of railroads centering in this port, thus offering means 
for transshipment of cargoes to every section of the country. For brief 
reference this freight may be termed “’Trans-shipments.”’ 
The second class comprises the foreign freight coming into the port of 
New York for direct consumption in the city of New York, especially on 
the Island of Manhattan for retail distribution therefrom, such as raw 
materials for factories and the many other articles of foreign make and 
manufacture demanded by the millions of this city’s population. Such 
freight may be referred to as the “City-Imports.” 
For the purpose of analysis, passengers must be considered as forming 
a third class of freight, preferably to be landed in Manhattan because of 
the hotels, theatres, shops and railroad stations. ‘“‘Passengers’’ will be used 
in referring to this class of freight. Passenger steamers also carry a large 
part of the second class of freight, ‘‘City-Imports,” 
packet goods requiring express steamer service. Hence both these classes 
of freight, ‘Passengers’ and “‘City-Imports,”’ arelargely landed in Manhattan. 
These three classes of freight comprise the divisions of commerce found 
in every great port in the world and are not peculiarly a feature of the port 
problem of New York. 
Manhattan being on an island and Brooklyn and Queens on another, 
create a fourth class of freight peculiar to the port of New York. Goods from 
the hinterland for consumption in these boroughs and their own exports 
thereto come in and go out, as in other cities, largely by the railroads. This 
freight is given the name of “Railroad-City.”’ This railroad freight must of 
necessity pass over the bulkheads and piers of these island boroughs. Hence, 
this “Railroad-City”’ traffic, by its large water front occupancy, is a big 
part of the activities of the port, especially in its most congested section— 
lower Manhattan. 
The logical plan for handling these four classes of freight would be to 
reserve the water front and the immediately adjacent upland for the mari- 
time commerce, that is for the “’Trans-shipments,” “City-Imports” and 
“Passengers; on the other hand, to receive the “Railroad-City”’ freight 
and supplies for the city at depots and freight yards so far removed from 
the water front as not to curtail the maritime development and the cheap 
handling of maritime freight. 
A general map of New York Harbor shows how nature has provided 
for the proper division of the harbor facilities for the three usual classes of 
since much of it is: 
