HARBOR AND MARINE REVIEW Newark several times and made strenuous efforts to take over on long-term leases the entire Army Base which contains over 2,000,000 square feet of warehouse floor space, in addition to the docks, belt line railroad, sidings, roadways, etc., which go to make up the 133-acre plot. Commissioner Raymond and his staff were literally overwhelmed with offers. No deals were finally consummated, however, for, as the May issue of this publication goes to press, Mr. Raymond was in conference with high officials of the War Department in Washington seeking to close the deal whereby Newark will purchase this property from the Army. In all probability, the month of May will see the purchase of this property by the city of Newark from the Army, and, in turn, the leasing of it to one of the 30 commercial groups now bidding for it. INQUIRIES FROM ENGLAND Several inquiries have been received from England-many from representatives of shipping and exporting industries; one or two have come in from English writers on economics. A large commercial house in Berlin recently wrote Commissioner Raymond, asking for data on Newark's port facilities. From the Consular Department of Czecho Slovak, Norway and Sweden letters were received in which the officials of those countries in each case stated that various commercial interests, including shipping lines, had become interested in the work Newark is doing to create a seaport here, and had requested their respective governments to inquire into the situation. Needless to add, all available information relative to Port Newark Terminal has been supplied them. JAPAN IS INTERESTED Japan first made inquiries on the Port through its Consular service. It sent to the Commissioner an elaborate questionnaire, covering not only all phases of the Port development but containing also many specific inquiries relating to the city government, living conditions in Newark and the general conditions of the city as to population, industries, and its commercial life. Subsequently, two Japanese called on Mr. Raymond, as official representatives of the government of Japan. They were making a tour of the world at the time and, although they had a few days previously received instructions to rush home without delay, they were directed specifically not to return to Japan before visiting Port Newark and making observations to be used as the basis of an official report to the Japanese government. These gentlemen spent an entire day on an inspection trip which took in not only Port Newark but an inspection of the entire city. They, subsequently, wrote to the Department that they were very much impressed with what they saw and learned here. Inquiries have been received from far off New Zealand and Sydney, Australia. These came from commercial interests out there who had learned of Port Newark through the publicity campaign which is underway. A few weeks ago official communications were received from the authorities of the Provinces of Ontario and Quebec, Canada. Probably 100 letters have come to Commissioner Raymond from within the borders of the United States. Most of these were from commercial interests, although there were a few from such institutions as the University of Oregon, Georgetown University in Washington, Notre Dame University, Indiana, and the American Museum of Natural History, New York. In each case the universities asked for data and photographs of the city of Newark and its Port for the purpose of incorporating this material in their lecture courses on port developments and traffic. "IT PAYS TO ADVERTISE" The files contain letters from commercial houses in New York, Florida, Louisiana, Virginia, Connecticut, Philadel phia and Missouri. From New York, of course, have come the largest numbers of inquiries. Upward of 50 communications have been received by the Commissioner from New York offices of interests whose plants are scattered all over the country. The interests that have written in about the Port facilities are widely varied; they were from firms interested in lumber, coal, machinery, dead storage, shipping, importing and exporting, dry goods manufacturers, machinery manufacturers, foundrymen and many others. James W. Costello Chief Engineer, Division of Works, Department of Streets and Public Improvements, Newark, N. J. The Chief Engineer of the City of Newark, James W. Costello, was born in Binghamton, New York, thirtyodd years ago, having obtained his education at Exeter, the New Hampshire and at the University of Pennsylvania. While he was a division engineer for the City of Philadelphia, he was discovered by Director Raymond, of Newark, in which city he was appointed, in January, 1919, to handle the city's garbage and refuse collection work. It was not a windfall that made Mr. Costello famous, although it cannot be denied that the windfall of a heavy snowfall gave him an opportunity to show his mettle, which he did a year after he came to Newark, removing the snow overnight, so to speak, at a time when New York was tied up for two weeks. Hearing of Mr. Costello's promptitude in removing the snow from Newark, Mayor Hylan personally telephoned to him, urging him to make the jump to New York and take charge of everything north of 14th Street. But Mr. Costello preferred to remain in Newark, where from time to time his work was increased until, last year, he was made Chief Engineer. As Chief Engineer Mr. Costello has supervision over Port Newark, Street Cleaning, Garbage and Refuse removal, Street lighting, repairing, paving and maintenance, sewer construction, maintenance, repair and cleaning. has the regulation of all transportation, including trolleys and jitneys, and hasn't time even to think how busy he is. He Considering that Newark is a city of well over 400,000 population, covering a large area, but only at the threshhold of its development, it will be evident that Mr. Costello has, in the expressive language of the day, "his work cut out for him," the range of which, however, is as nothing, should the surrounding municipalities cast their lots with the future of Newark, which was the dream and the aim of the late lamented Mayor, Alexander Archibald, whose untimely death is still mourned by everyone in Newark. Old Dominion Line Revived E. Lee Trinkle, Governor of Virginia, who arrived from Norfolk on Thursday night by the Old Dominion Transportation steamship Jefferson, the first passenger carrier to get here from Virginia in two years, was the chief speaker on April 13 aboard the ship at a dinner given by the company. Thomas S. Southgate, director, presided. Gov. Trinkle praised the relinking of Virginia with New York by the sea. John H. Delaney, Dock Commissioner, welcomed the new company's rehabilitated ship to the port. Other speakers were Arthur P. Smith, assistant vice-president of the Irving National Bank, and Norman R. Hamilton, Collector of the Port of Norfolk. Mr. Hamilton traveled here in the ship, and started homeward in her with Gov. Trinkle after the dinner. The Jefferson formerly belonged to the Old Dominion Steamship Company. She carried away 150 passengers, her capacity, and 800 tons of package freight, after landing 1,000 tons of green foodstuff. TH ation in HE people of the country are becoming more fully aware of the responsibility of the Port of New York and the immediate need of remedial measures to insure its perfect functioning as a world port. It has, as one of its greatest assets, a section of incalculable value to the Port as a whole, that portion known as Newark Bay and Port Newark Terminal, the possibilities of which were visioned by President Henry R. Carse of the Submarine Boat Corporation and its Vice President, Henry R. Sutphen. At Port Newark it is feasible to unite directly the deep-sea carrier to the transcontinental carrier at the loading pier, an accomplishment brought about by a broad-visioned municipal government which, cognizant of the natural qualifications of the Port of Newark, developed its facilities with the steady increase in the yearly volume of freight traffic. A new 31-foot channel has just been completed from deep water in the Kill van Kull to the loading docks at Port Newark Terminal, and, according to the plans prepared by the Army engineers, the Federal government intends eventually to widen the navigable portion of the bay from the outside rim of the present channel to the city bulkhead line, thus providing room for anchorage as well as for additional traffic of deep-sea carriers. ACTIVITIES AT PORT NEWARK During the past month, a large movement of supplies for the American Relief Commission has been handled through Port Newark, N. J., via the Transmarine Line steamers, and the record established for the loading and dispatching of this cargo shows what can be accomplished when ideal conditions exist. The tonnage was loaded direct from cars to the steamers which, on their outward bound journey, negotiated the channel through Newark Bay without any semblance of difficulty. PORT NEWARK AS A LUMBER TERMINAL On April 15th the Olympic Pine Lumber Company, Inc., of 17 Battery Place, New York, started its initial lumber shipment on the Steamer Brush, of the Nawsco Line, leaving Hoquiam, Gray's Harbor, for delivery at Port Newark Terminal. This marks the beginning of what is believed will become a constant and practical source of supply of Pacific coast forest products, either from stocks of lumber actually to be stored in the well-appointed terminal of the Transmarine Corporation, or for direct shipments from the vessel's side at Newark to the metropolitan and adjacent territories by railroads, lighters and trucks. It is recognized by the lumber interests of the Pacific coast that the plan of carrying these woods here in storage must of necessity be a gradual development, the importance of which will be increased as the eastern markets depend more and more on the different western woods for their requirements. And with the future increased use of these woods in mind, the Olympic Pine Lumber Company was incorporated in conjunction with certain strong western interests of Gray's Harbor, Washington. The Olympic Pine Lumber Company will act as a selling and handling organization for these interests and for the distribution of their products in this and immediate territory. They are firmly convinced that to make the service at all atractive and practical and of a permanent nature it presupposes an unlimited supply of timber on the Pacific coast with all the varied sawmill activities on tidewater that go with such operations, and the absolute necessity of having at this end a deep sea port of entry, where ships can come direct from the mills to the company's terminal at Port Newark. In looking about for such a deep-sea terminal in proximity Action to New York, these interests were so impressed with the possibilities of Newark as a port that they decided to come into this market and develop the handling of their products there. The Olympic Pine Lumber Company believes, with the resources that are behind their company, and with the facilities available at Port Newark, that they will be able to render a practical and satisfactory service, and at all times will be in a position to get from their mills items of special cutting which might be of direct service to the metropolitan and immediate markets. With docking space of 4,000 feet at Newark Bay Terminal, open to all vessels, with unlimited open and covered storage space, the covered storage alone aggregating 200,000 square feet, with direct connection with the Pennsylvania, the New Jersey Central, and Lehigh Valley Railroads through the Atlantic Port Railway, advantages are given the shipper which few terminal points can offer. Facilities are ample for the handling of 1,000 cars at one time and one hundred and fifty cars per day can be unloaded into covered storage, an achievement made possible by the utilization of thirtyfive steam and electric cranes with various capacities up to 75 tons. For the shipper this means the expeditious handling of his goods, the elimination of fractious delays, an efficient service at very economical rates, a steady flow of large volumes of business, with no congestion and consequent errors; it provides for the importer an avenue for the immediate unloading and dispatch of his goods to waiting markets at a minimum of transportation and handling costs. Adjacent markets are reached within an hour or two through motor truck service, the Transmarine Line being equipped with a fleet of thirty motor trucks for short haul deliveries in the Port area. The splendid highway approaches to Port Newark and its proximity to New York have definitely established it as a domestic distributing center for the Port district. PORT NEWARK AS A LUMBER TERMINAL When the idea of operating a steamship Line from Port Newark was first conceived, it immediately became apparent that the inland freight rates to Port Newark must be placed on a basis equal in every respect with that enjoyed by the cther ports handling import and export steamship traffic. Steps were at once taken to accomplish this. Application was made to the interested trunk line railroads with a view to having them make applicable to Newark, N. J., a basis of rates in no case greater than that in effect to New York City. This application for participation by Port Newark in properly adjusted import and export rates was turned over by the trunk line carriers to a designated committee that might give the matter careful consideration and arrive at a decision which would be equitable to all concerned. NEW RATE TARIFF IN EFFECT Considerable time and effort were spent in the investigation and consideration of the many aspects of this situation, and conferences were arranged at which the entire subject was discussed. This burdensome task was brought about primarily by the necessity of establishing for the benefit of the Port of Newark a rate basis which would be beneficial from every angle to the shippers and receivers of export and import freight and at the same time place all on a basis comparative with rates effective via other ports. A delegation of Railroad officials, after a successful plea before the Interstate Commerce Commission, secured a ruling, signed by the Secretary of the Commission on March 27th last, HARBOR AND MARINE REVIEW granting the same rates on import and export traffic to Newark, N. J., and Port Newark, N. J., as in effect to New York City. Immediately thereafter, interested rail carriers published necessary tariffs and supplements to effective tariffs, putting into effect the conditions authorized by this ruling. These new issues became effective on one day's notice, a departure from the usual requirement of filing tariffs with a notice to the shipping public of thirty days. Too great importance cannot be attached to this victory which is of primary importance to Newark, N. J. and adjacent territory, as it opens up the port facilities in this vicinity and it is reasonably expected that a large share of the export shipments flowing into the Port District will come to Port Newark where accommodations for loading and transfer enable a shipper to save two or three days in reaching his foreign market. USING THE BARGE CANAL As a concrete example of the saving to shipping interests using Port Newark, N. J. as their port of exportation or importation, a shipment of flour ex lake from Buffalo to Newark, prior to the decision, would have cost at the rate of 21c per 100 lbs. whether the car was for export or domestic delivery; but, through the application of the export rate to New York City, it has been possible to reduce the rate on such a car to 16c per 100 lbs., representing a reduction in rate (or a gain to the shipper or consignee) of 51⁄2c per 100 lbs., or $1.10 per ton-a saving of about $40.00 to $45.00, per car, (which loads to about 40 tons). This, when taken into the greater volume of a steamship load of say 4,000 tons, represents a saving of approximately $5,000 through the inauguration of this rate structure basis to Port (Continued on page 34) Tariff Rates Canal Division-Transmarine Corporation COMPARISON of freight charges via Transmarine Line over New York State Barge Canal versus all-rail, showing the saving between New York City (lighterage limits), and Port Newark, and Buffalo, N. Y., Cleveland, O., Detroit, Mich., Duluth, Minn., Superior, Wis., Minneapolis, Minn., St. Paul, Minn., St. Louis, Mo., Peoria, Ill., and percent. points in Middle West territory. NOTICE While the rates named herein are an exact reproduction of published tariff rates, they are shown in memorandum form only and are subject to change without notice. 86.5 72.0 70.0 58.5 160.0 48.5 114.0 115.0 80.5 30.0 28.0 23.5 46.0 34.5 BR ECAUSE of his greater interest in public matters, Dr. Charles F. Kraemer abandoned his profession as a medical doctor in 1901, although he had practiced medicine for ten years, the last five years of which he was home office medical examiner for the German Life Insurance Co. He interested himself in real estate in 1902, since when he has been actively engaged in developing vacant lands and construction work. Dr. Kraemer was born in Newark, N. J., in 1868, was educated in the Lawrence Street Pub- HARBOR AND MARINE REVIEW Dr. Charles Frederick Kraemer Sales Manager, Port Newark election to the Assembly in 1896, for Congress in 1906, and for County Clerk in 1907. In 1910 Dr. Kraemer was appointed to fill a vacancy in the Board of Works caused by the death of Ira Budd. He was elected to the Board of Works for the period of 1911 to 1915. He is President of the Real Estate Board, President of the Bradley Beach Improvement Association and President of the Fourth Ward Improvement Association, as well as Treasurer of the Federal B/L Association. Dr. Kraemer belongs to the Masons, Odd Fellows, Knights of Pythias and Foresters; he is also a member of the Chamber of Commerce, University Club, Columbia Alumni, Association of American Municipalities, Atlantic Deeper Waterways Association and the National Real Estate Association. He is a great believer in and booster of Port Newark, a fact that makes his present official position extremely enjoyable and congenial. Ironbound Manufacturers' Association, Port of New York THE HE development of Pork Newark on the Newark Bay and Passaic River side is one of the prime objects of the Ironbound Manufacturers' Association, an organization of industrial firms and business concerns of that section of Newark known as the "Ironbound District." Now in the fourth year of its existence the organization has taken the initiative in much that has been done for the development of that section of the city. When the Ironbound Manufacturers' Association came into existence it was to meet the desires of the industrial concerns for needed civic improvements to keep pace with the industrial growth of the section due largely to war activities. The land was largely meadow section, extending from the improved city section to the river and bay, and transportation, road, police and other facilities were badly needed. Many miles of streets have been paved at the suggestion and co-operation of the association, while sewer and road extensions have been furthered. The city police have extended their zone of activities, better fire protection has been installed, while transportation facilities have been added to. GOOD HIGHWAYS ESSENTIAL The members of the association have always felt that there could be no complete plans for port development without they were co-ordinated with a system of highways. Motor transportation was seen as a big factor in port facilities, as there would be much short haul, for which the motor truck is the most economical. At the same time the need was pointed out of a highway for through traffic between New York and points west of Newark, so that traffic confusion in the center of the city could be avoided. A survey to this end was recommended and much study has been given to it. Already Newark is extending new thoroughfares into the Meadow section is part of this highway development. BRIDGES OPPOSED All port development has had the support of the members of the association, while any movement that might lead to the obstruction of the waterways has been opposed. For this reason the Ironbound Manufacturers' Association was one of the organizations which stubbornly opposed the erection of a vehicular bridge across the bay between Bayonne and Newark, and which project was killed. For the same reason the association is opposing the erection of a proposed new bridge to carry the Central Railroad tracks, and which (Continued on page 34) THE PORT OF NEW YORK Peter J. O'Toole, Junior Agent of the Department of Streets and Public Improvements. When the City of Newark, New Jersey, decided to inaugurate a publicity campaign, in order that the attractions and facilities of the city, industrially, and Port Newark, commercially, and in a maritime way, should be made known to the uttermost ends of the earth, it selected one of Newark's livest and most active newspaper reporters to take charge of the work, in the person of Mr. Peter J. O'Toole, Jr., who was for twelve years a reporter on the Newark News, and who had specialized, largely, in municipal government, as a consequence of which he acquired extensive knowledge regarding the city's affairs that peculiarly fit him for the work to which he has been assigned, as agent of the Department of Streets and Public Improvements, and therefore subordinate to Commissioner Thomas L. Raymond. Mr. O'Toole is, therefore, busily engaged in conducting the publicity campaign to carry the news throughout the civilized world that the puissant city of Newark, although a part of the great Port of New York, possesses within its own boundaries and along its own shorefront, facilities and attractions, that are destined to lead to its development on an intensive scale, the actual limits of which no man can safely predict. The pages of this issue attest in large measure the extent to which this publicity campaign is succeeding, inquiries for information regarding the city, and the Port of Newark within the Port of New York, coming from many different foreign countries in three continents-Europe, Asia and Australia. Those in the city government of Newark who are responsible for Mr. O'Toole's appointment have good reason to congratulate themselves over the wisdom of his selection for the work in which he is engaged and the pronounced success it has already accomplished. MAY, 1922 Coney Island Ship Canal Congressman William E. Cleary writes us regarding the article on Jamaica Bay in our April issue, as follows: "In the April number of your valuable magazine I read with much interest an article from Commissioner Pounds. It seems he overlooked the necessity of a Coney Island Barge Canal, in his discussion of Jamaica Bay. I fear our Port Authority commissioners are inclined to underestimate the value of water transportation which is the most economical of all transportation, which will again be proven if literage is abandoned and anything else substituted, except in some special cases in small quantities. "When large cargoes are received and delivered in Jamaica Bay, the necessity of lighters to and from railroads, manufacturing plants, vessels, piers, canal barges, etc., will be felt. Strong east winds will prevent this class of vessels from going outside of Coney Island. Perishable goods, particularly carried on lighters' decks, or grain in barges would probably be uninsurable, hence the necessity of an inside waterway from Gravesend Bay to Sheepshead Bay." Mr. Cleary's point is well taken, although we believe that the commissioners of the Port of New York Authority realize the overshadowing importance of water transportation, and its pre-eminent economy. The Port Authority regard our port problem as a railroad problem, and at times may lose sight of essential features of water transportation. We are sure, however, that Commissioner Pounds merely overlooked the Coney Island ship canal, and that he agrees with all that Congressman Cleary says as to the necessity for and importance of that waterway, which, we trust, the Federal government will soon begin the construction of.-EDITOR. The value in 1920 of the foreign commerce of the Port of New York was more than $18,000,000 per day. Our Foreign Department is organized and equipped to serve exporters and importers with the Come In and Talk It Over FIDELITY UNION TRUST COMPANY BROAD AND BANK STREETS Largest Banking and Fiduciary Institution in New Jersey Member Federal Reserve System |