DOCK FACILITIES IN NEW YORK CITY. 39 
freight; the ‘‘T'rans-shipments” and certain ‘‘City-Imports’’ to be handled 
in various outlying sections of the harbor as South Brooklyn, Staten Island, 
and, in the remoter future, Jamaica Bay; other “City-Imports’”’ and the 
“Passengers’’ to be landed on Manhattan Island as the natural focus with 
distributing mediums, for the first in its retail shops and wholesale houses; 
for the second its bridges, ferries and railroad stations. 
For the same reason the fourth class of freight, “ Railroad-City’’ con- 
signments, in other words, the railroads, are drawn to Manhattan and there- 
fore conflict with the steamship lines for water front space. This has created 
the peculiar and complex feature of this port problem. 
Let us now consider the present facilities of the port used primarily 
for handling “ Trans-shipments,”’ but also used for “City-Imports.’’ There 
is to-day one great terminal in New York developed and managed by private 
interests, namely, the Bush Terminal at South Brooklyn, between 4oth and 
51st Streets. In many respects, this development, with such improvements 
as have been introduced since its inception, may well serve as a model for all 
future freight terminals in the port. The piers are some 1,325 feet in length 
by 150 feet in width with slips of 270 feet. On these piers are single story 
sheds. On the deck surface run railroad tracks to the warehouses on the 
upland adjacent and to a railroad yard in the rear of these warehouses. At 
the south end of this yard are transfer bridges for a “car-float ferry”’ to the 
mainland by which are made shipments to other sections of the country. 
Asa further extension, behind the warehouses and the railroad yard are large 
industrial and manufacturing buildings where raw products imported from 
the interior of this country or from abroad are manufactured, and upon order 
are conveniently transshipped. 
Aside from the Bush Terminal’s development, there are but two other 
freight terminals of importance. One, the New York Dock Company, is in 
Brooklyn along the East River, occupying various sections of the water front 
from Main Street to Van Brunt Street. This terminal offers both docking 
and warehousing facilities, and certain sections are connected by a belt-line 
railroad. 
The remaining terminal is the American Dock & Trust Co., on Staten 
Island. This terminal is unique in that it possesses direct railroad con- 
nection with the mainland by a bridge over the Arthur Kill. It is essentially 
a trans-shipping terminal, and, owing to the railroad ownership of the sur- 
rounding property, its expansion seems practically limited for the present. 
The trans-shipments from the two island terminals in Brooklyn, the 
Bush Terminal Company and the New York Dock Company, are made to 
the mainland in two ways. Where goods are to be shipped directly from 
the steamer by railroad to the West, they are usually unloaded from the 
