directly concerned with the ownership | of waterfronts and with the administration of ports. There is now, however, an augmenting tendency on the part of local authorities to coöperate with the Federal Government in the matter of harbor improvements.

waterfront in public ownership is increasing each year and has been so increasing since 1871, when the Department of Docks and Ferries was organized. Three years ago there was constructed the last monumental improvement, the Chelsea trans-Atlantic steamship terminals. But the rapid growth of trans-Atlantic liners has forced the city to secure a new location, and it is now constructing in the vicinity of West 46th Street, North River, a modern steamship terminal capable of accommodating 1,000-ft. liners. Meanwhile, the Harbor Commission of New Jersey, in its report to the Governor, outlines a plan to improve the portion of this waterfront that is subject to its jurisdiction. The report also points out that New Jersey has too long allowed its portion of this riparian property to be exploited by railroads for lighterage purposes and in the general interest of other sections of New York Harbor.

As regards the ownership of waterfronts and the construction of wharves and other terminals, these, with a few notable exceptions, have been largely matters of private enterprise. Thus the waterfront at a very large number of American ports belongs to railroads and industrial companies, while port terminal facilities, including docks, wharves, warehouses, and mechanical appliances for loading and discharging vessels are generally the property of dock companies, railroads, coal, ore, and other business corporations that are frequently unconnected with general shipping. But there is to-day a widespread movement to acquire these facilities, as did years ago New Orleans, San Francisco, and, in Boston. During the past year the less degree, New York, for the general Directors of the Port of Boston, a use of the shipping public and thereby state board for whose work the legis to eliminate, as it were, all private lature authorized a bond issue of gain from the waterfronts. This has $9,000,000, have been actively developerated to bring about a larger meas-oping shipping facilities. At South ure of centralization in port administration. Ideals such as those just described represent the forward movement of American ports, a movement that found national expression at New York City in December, 1912, at a conference held there of port authorities, composed of representatives from all of the leading ports of the United States. After a general exchange of views relating to port construction and administration, the conference was organized as a permanent association. Its second meeting was held at New Orleans in December, 1913.

New York. Two states, New York and New Jersey, are represented in the port of New York, whose total waterfront aggregates 770 miles. The frontage in New York City aggregates 577 miles, of which that municipality owns 349 miles and the Federal Government 10 miles. The city also owns 235 wharves out of a total of 805, and the rent therefrom in 1912 was $4.240,510. Jurisdiction over these public wharves is vested in the Commissioner of Docks. The length of

Boston, Commonwealth Pier No. 5 has been recently completed at a cost of $2,500,000. It is 1,200 ft. long by 400 wide. On the Commonwealth Flats, also in South Boston, the lessee, a private company, is erecting the Fish Pier, which will be one of the finest fish terminals in the world, if not the finest. In East Boston the Board is expropriating and widening a pier at a cost of $1,750,000. A large dry dock is also projected.

The

Philadelphia. About six years ago the legislature of Pennsylvania created a Department of Docks, Wharves and Ferries, which was empowered to purchase and construct port terminal facilities. Under the direction of this department the city is gradually reorganizing shipping facilities. waterfront is still largely owned by private corporations. Recently, however, several piers have been taken over under an eminent domain enactment of the legislature. The Dock Street Pier, costing the city about $1,000,000, including the site, is about completed. Preliminary work has also been started on the Southwark Piers.

In 1913 the state of Pennsylvania ap- | propriated $250,000 for the improvement of public docks and wharves at Philadelphia.

Baltimore. - In recent years the state legislature and the voters of the city of Baltimore have authorized the issue of bonds aggregating $9,000,000. After the great conflagration of 1904, the Burnt District Commission embraced the opportunity to launch a scheme of public wharves, and this policy has won its way. A new commercial and recreation pier is in course of erection and will be completed in 1914. Private corporations have also been actively developing their frontage during the past year at both Baltimore and the near-by ports of Canton and Port Covington. Savannah. The city has acquired 303 ft. of wharfage on the city front and 400 ft. of waterfront on the upper harbor. There are nine_public docks and 29 private owners. Further harbor improvements include a turning basin to accommodate the largest liners. During the past year the railroads have expended more than $1,000,000 on new slips, wharves, warehouses, and other terminals. The wharves of the Merchants and Miners Transportation Co., which were burned early in 1913, are being rebuilt at an estimated cost of $300,000.

Mobile has bought 2,000 ft. of waterfront, erected steel sheds, 1,240 ft. long by 100 wide, and has expended $20,000 to help dredge the harbor.

Galveston. Recent improvements by private parties are the installment of three banana conveyors, the construction of several piers and of 24 miles of railroad terminals.

gating $3,500,000 have been issued to better the harbor facilities. Among recent improvements are a new wharf, 1,500 ft. in length, seven banana conveyors, six conveyors at the Southern Pacific Co.'s wharf, and appliances at the Sugar Refinery wharf. The Board has erected three conveyors to unload bananas.

San Francisco. The 10 miles of waterfront at San Francisco and its 30 projecting wharves, together with a belt railroad serving the waterfront, are owned by the state of California and are administered through a State Board of Harbor Commissioners. It has never been necessary to deepen or widen the harbor, as all channels are well scoured by tides. For port improvements there have been issued during the past 10 years bonds aggregating $12,000,000, running for 75 years, and redeemable from harbor dues. Wharves are leased for terms not exceeding 15 years, the lessee paying in advance the cost of construction. There are now in course of construction or projected, 18 new concrete piers, some of which are to replace wooden structures.

Los Angeles. When the ports of San Pedro and Wilmington were consolidated with Los Angeles, which is about 21 miles from the sea, a bond issue of $3,000,000 was authorized for port and harbor improvements; in 1913 an additional issue of $2,500,000 was authorized for the same purpose. Extensive improvements have been made in and around the harbor, and the city and private parties are now constructing transit sheds.

Seattle. Prior to 1911 the harbor facilities of this port were entirely in private hands. The existing improved dock frontage is 49,935 ft., to which 23,686 ft. is being added at public expense by the Seattle Port Commission. This body was organized two years ago and is authorized to expend $6,300,000 in harbor improvements. It is expected that by 1915 there will be 13 miles of dock frontage improved and available. Out of 58 wharves, three are now owned by the public. The present waterfront aggregates 70 miles, which will be about trebled on the completion of the Lake Washington Canal to connect Union Bay with Puget Sound.

New Orleans.-The Board of Commissioners of the Port of New Orleans, a state board, took over the public wharf system in 1901. The earnings of the Board in 1912 amounted to $429,996, as against $396.730 the preceding year. There are 41.4 miles of waterfront under the control of this Board, five miles of wharfage, with an area of 2,264,571 sq. ft., and 3.66 miles of steel sheds, with an area of 2,642,689 sq. ft.; only six wharves are owned by private parties. A public belt railroad connects the wharves with the industrial section of the port. In recent years, bonds aggre

:

XI. PUBLIC SERVICES

RICHARD C. HARRISON

FRANCHISES

New York Subway Contract.- boro Bridge to Astoria and Corona. Overshadowing all other franchise The contracts were the subject of one matters during 1913 was the settle- of the bitterest possible political ment reached in New York City for fights, with the weight of popular the construction and operation of the opinion ultimately turning in their new rapid-transit lines. The agree- favor through sheer exhaustion and ment finally ratified on March 19, irritation with the inadequacy of exthe isting transit facilities (A. Y. B., 1913, undoubtedly constitutes most gigantic franchise deal ever ef- 1912, p. 285). The contracts recogStatistics nize the principle of the indeterminate fected by a municipality. of the financial and operating details franchise after ten years of operation. are given on a subsequent page of this They provide for municipal ownership article (see Municipal Ownership, in- from the date of construction and the fra). Considered as franchise docu- gradual amortization of private capiments the new contracts are extremely tal contributed toward the building. interesting and important. They are In so far they are an advance over very complex, not less than 125,000 previous rapid-transit contracts. The words having been marshalled to chief objection urged against them is cover the details of the agreements. the ultra-liberal financial terms alThe net result is a division of rapid- lowed the companies. Present profits transit facilities in New York City are guaranteed by the city through into two great interlocking systems. the creation of a first lien on earnings The lines, both elevated and subway, after operating expenses. New private on Manhattan Island and in the capital is granted six per cent. and Bronx are to be controlled by the placed ahead of the city's new investInterborough Rapid Transit Co., the ment. According to the opponents of operator of the existing subway. The the contracts these preferentials will lines in Brooklyn are to belong to the eat up all the earnings, leaving the New York Municipal Railway Co., city with a heavy load to carry in its which is the name assumed by the annual tax budget to meet its own Brooklyn Rapid Transit Co. interests interest and sinking-fund charges. for the purpose. The Brooklyn com- Construction under the new contracts pany is, however, given a line into the is proceeding rapidly. The entire sysvery heart of Manhattan running tem will be completed in between along Broadway from the City Hall three and four years. The city made to 59th Street and across the Queens- no attempt during the negotiations to The Inter- recover control over the outstanding boro Bridge to Queens. borough Co. is extended into Brooklyn perpetual franchises of the elevated by lines running from the terminus railroads, although these are welded of the present subway along Flatbush into the general plan. The new franAvenue to Eastern Parkway and chises for extending and enlarging the thence through a densely populated elevated lines by third tracking are residential section to Queens. Both indeterminate, but contain the curious provision that if recaptured by the companies are to operate jointly elevated lines in Queens from the Queens-city they may not be used for rapid

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PUBLIC SERVICE COMMISSIONS