davidaulloa/AmericanStories huggingface dataset:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
By Theodore M. Knappen

"HRISTOPHER BILLOPP wor
Staten Island for New Yorl
back in the time of the Duke
of York by managing to sail around
it in his sloop Bentley in three minutes
less than twenty-four hours. If he
hadn't circumnavigated the island
within day it would have belonged
to the Duke of Berkeley and New
Jersey. That shows how Staten ISL
and was taken according to time meas
urcments.
In 1855 rapid transit between Man
haitian and Staten Island was intro
duced in the form of semi-weekly
packet service, which shows how far
the island was from New York.
1t takes only twenty minutes now to
get from Manhattan to Staten Island
in a comfortable and roomy ferry, blu,
the big island is still long way from
New York's understanding and appre-
citation.
Greater New York has much difficult
ty in divorcing itself from Manhattan
But the time has come when the
long-neglected island of the Lower Bay
must no longer ae neglected if New
York is to maintain its present proud
supremacy as the greatest of Ameri-
can ports. New York has very great
need for marine terminals on deep
water and directly connected with the
mainland.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02

Fourth--Favorable marine conditions,
such as ease of man9uvring ships to
berths, no strong cross tidal currents,
no sudden changes of course, sheltered
Earbor, free from ice blockades, saving
Of twenty-four miles for large ocean
liners.
All of these advantages are combined
with the essential one of ample room,
Staten Island is undeveloped. There
is nothing to destroy, remove or COM
promise with in working out COM
prehensive modern development with
the best mechanical freight handling
devices. The engineers would have
free hand and clear field to
give New York a terminal that would
be without all of the shortcomings to
be found in greater or less degree
elsewhere in the port. Being in a sec
ton of the city that is not as yet
highly developed in any way, it could
be coordinated easily with existing ter
minals elsewhere.
The railways that could make
direct connection with the proposed
terminal via the New Jersey shore
and Staten Island are the Pcnnsyl-
vania, the Central Railroad of New
Jersey, the Baltimore g. Ohio and
the Lehigh Valley, though the
latter would require short ex-
tension to the main terminal rail-
way which it is proposed to build to
open the way to the marine terminals.
Other important roads entering the
port on the New Jersey side and not
having direct physical connection with
the proposed terminal connecting rail-
way could undoubtedly gain this con-
nectlon by means of traffic rights over
lines having such connection. The
New York Central, the New Haven and
the Long Island railroads could form
line of traffic in conjunction with the
He'll Gate Bridge that would reach
Lower New York Bay. From this point
these roads would have to use floats
and lighters, pending the completion
OF tunnel under the Narrows con-
meeting Long Island with the proposed
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
Beware of the
lntellectuals
BY Norreys Jephson O'Conor

ne enemy we are fighting is no
less deadly with the pen than
with the sword, and we must
ever be on our guard against state
ments, rumors and fears, unless we
know that these come direct from a
frst-hand source. The German would
poison our minds as readily as he
would poison our wells and our food.
MS efforts are particularly directed
toward the people generally regarded
as "intellectuals. These men and
women are usually such as, having been
all their lives devoted to ideals in the
endeavor to sweeten the daily environ
ment of their fellows, fail to realize
that the Germans do not hesitate to
make use OF these ideals TO the ruina-
ton Of those who hold them and their
equally gullible countrymen.
Among writers and artists there is
still much talk of not mingling art
and politics, when our enemy is
only too eager to put art TO the service
OF politics. Such we know now to have
been the mission of the German pro-
lessons who visited this country before
the war, of the gifts of the Kaiser to
art museums and to universities. And
yet we still allow foreign born writers.
OF whose association with the Allied
cause we have no direct proof, to ad-
dress our gatherings, to have voice
at our meetings, to discuss politics.
Many of the "intellectuals" hate war
and all it stands for; let them. how
ever, fight in self-dcfence. No person
Of foreign birth or parentage who has
not given full proof of his loyalty to
the war should be allowed to take IN
active part in any literary, artistic or
social organization. Through the open
minded intellectual" much dangerous
propaganda is spread abroad. A clear
instance of this is the Irish rebellion !,
OF 1915, where the leaders were intel
lectuals." They listened TO German 4
promises, and what did Germany do for
them? Did she, in order to support
the Sim Fein uprising, make a drive
similar to the one she has just st
tempted? She led number Of high
minded men 10 death and got rid OF
fanatic Irishman who troubled her BY
landing him. in open boat from sub
marine, on the coast of Kerry.
VIII American "intelleetuals" give
ear TO men whose loyalty to the cause
of this country Is not clearly proven!
1t Is time for the "inteliectuslsb 70 ~
their house In order.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
WlIN WHO BACK THE STATEN ISLAND PL1N|

'ndom W. Bates ranks high among American river and
"0ror en9neers HIS experience and achievements
e"er the ord The ports of Antep nodnized
by him. and his vorh engineering fields has been Of hord ss
Importance.
job" 1egs Oidey moam erpert some vays
has orh for the Federal along River and Ban has
the attention of engineers Attevard arves
Docks and Ferries for the City Phodepa continued appy his
experience Vath credit to himself audth port
f. G. Fearing 0he belonging younger generation of euo
mee's and being knowm primarily in the of mng va able to
9 TO Dear an experience engineering Investigations qhch rem
dered HIM peculiarly fitted problem inypd
m the study Of Nea0 York's shipping stuato1
With such hensees
CT Menu York; the public that aer fnoz
plans and details they upon the benefit Of
based real achievement r
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
New York Needs
Ocean Terminals

The lack of sufficient ocean termi-
nails and the cost and difficulty of
using those not directly connected with
the mainland have been emphasized
by the strain that has been put on
our port facilities by the extraordi-
nary demands Of war. These demands
have projected US into the future and
have given US glimpse of the chronic
condition that will beset US in the or
binary course of the growth of the
port.
New York's railway terminals have
been so congested for several years
now, partly on account of the slow
and tedious methods by which freight
intended for export must be handled
at most of the main terminals, that
the national railway administration
has been forced to divert shipments
to other ports. This diversion will
open up new permanent trade. chan
nels and serve to develop rival ports.
In this way some Of the business that
ordinarily would have been handled by
New York will be lost for good and
all. More will be lost in the fierce
commercial competition that will fol-
low the war unless New York provides
more and better marine terminals.
The additional expense and tho de-
lays involved in transshipping so
much Of the export freight across the
Hudson and in loading so much more
Of it, by lighters. sometimes invo!v-
ing the handling of goods three or four
tinass before they ars in the hold Of
. sAiA viuaaes b teiaxassd by tia
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
of the tidal waters that constitute the
Port Of New York.
Question Is
Imperative One

The preliminary study made by tn,
engineers brought out III clear relic
the fact that existing facilities are
totally inadequate, even for presen
needs, and allow for practically ne
future extension. The demand for i'm
mediate improvement is imperative
| 1.-THE tremendous congestion of the
Port of New York and the vexations
and ruinous delays in transmission
together with the rehandling expenses
on nearly all cargo entering and leav-
ing the port. have resulted in con-
dition from which it is absolutely es.
sential that relief be found" says the
report. "Few of the present terminals
offer the advantages which modern
terminal must have to handle with
efficiency and dispatch the present
heavy tonnage, and none of them is
able to provide adequately for trade
expansion, which is practically certain
to continue"
The engineers examined into the
possibilities presented for new termi-
nails in Manhattan, The Bronx, Brook
Ign, Queens, New Jersey and Staten ISL
land. The Bronx water frontage is found
unsuitable for heavy ocean terminal
development. The Manhattan shore line
is nearly developed to the limit and
lts terminals are badly congested be-
cause of inadequacy of railroad freight
terminal yards serving the piers. There
is no feasible method of relief to be
found on the Manhattan front except
at prohibitive cost, and even then it
would be subject to the handicaps of
expensive rehandling of freight and
crowded channels. The status of the
waterfront of Brooklyn and Queens
along the East River is similar to that
OF Manhattan. Jamaica Bay offers
room for terminals suitable for small
and easily manpuvred vessels, but it
is entirely removed from established
rail and ocean routes entering the port.
On the New Jersey side the water
front north of Communipaw has been
developed almost as extensively as tina t
OF Manhattan and is limited by the
narrow yard areas between the piers
and the encroaching cliffs of the Pal
'sades to the north. South of Commu-
nipaw the shores of the bay are wide
and fat, and the dredging and main
tenance of deep channels and of ma
neuvring basins would be tedious and
costly. Much development has already
taken place there, but not for deep
water ocean terminals.
BY this process of elimination Stat
en- Island only remains. Its advan-
tages are found to be as follows:
First--The site is we'll adapted to a
marine terminal, so co6rdinated that
handling costs would be low, and we'll
located for effective cooperation with
the existing terminals of the port.
Standardization on the continental
side of the port with consequent great
reduction of expensive barge trans
ference and of the congestion arising
from the cross-harbor movement, so
characteristic Of the North and East
rivers. The topography is favorable
for development of ample railway
terminals.
Third-Easily reached by important
trunk railway lines entering the port
by means Of an easily constructed and
relatively short connecting railway.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02

ing terminals and still the foreign bus
mess increases at the rate OF more
s shah 100000 tons annually, so that
would tax the capacity of the first
part of the proposed terminal. Thus.
1T appears that the new terminal is
not something to be brooded over for
years, but something to be undertaken
at once if New York is not to force
to other ports the business that is
naturally drawn to it.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02

our Dig
Piers Planned
The first unit terminal would have
tour piers and five berths, the piers
to be 1000 feet long and 1926 feet wide
with extra wide slips This would
give 1890 lineal feet of berth space
These slips would be dredged to q
mean depth of thirty feet and would
connect with harbor basin dredged
to the same depth. These ships would
not be intended at first for the biggest
liners, the 40-foot basin along the
breakwater pier being designed to ae-
commodate these, but the 3O-foot
basins could later on be deepened if
found desirable. The total area to
be dredged for the first unit would
be trifle over 404 acres and the total
berth space would be 26,1OO lineal
feet.
The terminal yard area, about nine
ty-five acres, would be in a free port.
Besides complete track system, the
yards would include six-story bonded
warehouses, sixstory industrial build
irgs, two-story freight warehouses and
one-story warehouses. The industrial
buildings would have a total floor area
of 100000 square feet and the ware
houses a capacity of 2,175,00O tons of
merchandise. Other adjuncts would be
a 0O,OOO-bushel grain elevator. a
hotel, an administration building and
passenger ferry house
On the breakwater quay, in addition
to four one-story warehouses, there
would be outdoor storage space TO.
100000 feet of lumber, 100000 tons
of ore and 100000 tons of coal. The
most efficient mechanical devices would
be installed for handling all kinds of
freight.
The engineers lay much stress on the
free port plan, which simply means
that portion of the terminal would
be reserved as a duty-free district.
where imported materials could be
stored and manufactured for export.
Hamburg's free port contributed i'm
mensely to the city's upbuilding, and
such port in New York would tend to
make, the city the centre of a great
additional foreign trade. Elaborate
plans have been provided for such q
port and call for number of industr;-
al buildings and bonded warehouses
The bulkhead sea walls, pier retain
ing walls on the long quay, the ends
of the docks and the various oravs
are to be of substantial concrete con-
struction, capable of being filled with
sand pumped from the docks and chan
nels of the terminal.
The terminal railway would crovs
the island in a general northwest di-
rection and would have very easy
gradients. It's total length would he
about ten miles to the territory trav-
efsed by numerous important trunk
lines IN New Jersey 1t is so located
as to avoid for the most part the built
up portions of the island.
The total cost of the first unit in
Guiding the connecting railway, is esti-
mated at $l37,o00,o00, at present prices.
of which about $1s,ooo,Ooo is set aside
Tor the free port. The dredging would
cost S6.000,0o0, the piers, docks and
superstructures s2a,OOO,0oO, the termi-
nal yards, equipment and structures
soS'ooo.o0o and connecting railway
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
Could Handle
100000 Tons

IN return for this outlay New York
would nave a modern railway and ma
rlne terminal capable of handling at
least 100000 tons of FREIGHT an
nually, which is considerably more
than half the total ocean movement of
foreign cargo through New York in
1916.
AS for the future, by extending the
terminal to and around Great Kill.
1orty-flve additional piers could be
erected along front of about four
miles with an additional freight hand
ling capacity of 4S.5Oo,ooo tons ner
annum SO that the entire DEVELOPMENT
would give capacity of about e3 non
ooo tons, or more than twice the whole
present foreign business of the barhor
1t Is not intended that even all xf
the hrst units should be constructed AT
once but it is held to be important
'nat the plan should be adopted at the
beginning and realized as rapidly as
heeo may be and funds are provided
beginning first of all with the breaL
water quay, the related channel md
the connecting railroad.
After completion of these items +ha
various sections of terminal wards
warehouses, industrial building and
other related parts of the termina !
could be added unit by unit, but all
ways IN accordance with the previous
ly perfected plans. By this means only
small portion Of the total money esti-
mate for the entire first unit terminal
would be required at the outset. thus
greatly reducing the burden of fnane-
ing the undertaking.
The report prepared by the engineers
IS so elaborate that it is impossible to
do 1t justice in this brief review. but
1t should be noted that it contains mans
and plans, exhaustive studies, statis-
tical tables and charts relating to the
growth of the Port Of New York and
covers in elaborate detail all the data
bearing on the question of port ex-
tension and Improvement. 1t not only
demonstrates conclusively that the east
shore of Staten Island is the only Mace
Tor great new deep water marine
terminal, but also shows that such a
terminal is an immediate necessity.
L
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
Expert
Direction

1t was curious coincidence that at
the very time that Mr.. Meigs. Mr. Fs.r'
ing and Mr.. Carroll were comnlat;r, :,
their studies of this problem. one ~
the most eminent engineers this coun-
try has produced. Linden W Rats
completed similar work in which ths
general conclusions reached were iden~
tlcal. These gentlemen have now
Joined forces and are working tocethsr
TO the end that final plan NAV he
evolved which will coordinate the
ocean. rail. intercoastal and barge
freight traffic Of the port for future
generations. ~"SA'0
The city has outgrown all Its ex,xt-
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
Monumental Project for Handling
Vast Commerce WithoutAddin
to Manhattan Congestion

F., highly economical trade processes that
will be forced upon a debt-encum-
bered world. The ports that are pre-
pared to handle all the export freigh,
that comes to them in the most efficient
manner between rail to ship will have
practical advantages that will go far
to offset New York's prestige.
Because New York cannot now han
die the business the Shipping Board
Is setting out deliberately to develop
other ports. In these ways a ten
dency may be developed which in time
may seriously threaten New York's
supremacy. Already the ocean tonnage
handled by other ports grows more
rapidly than it does in New York. In
the past the handicaps of the devel-
oped portions of New York's harbor
have not greatly impeded the growth of
the clty's commerce, but the time is
near at hand when the currents of trade
may be diverted by difference of
few cents ton in the cost of handling
goods, and certainly by tedious DELAYS.
Shipping masters will naturally favor
docking their vessels where cargoes
may be unloaded and loaded with the
greatest dispatch as we'll as with the
least expense.
Staten Island
Only Outlet
bo ~
capacity of the port and improve it's
facilities has long been up for con-
sideration, and much has been accom-
plished, from time to time, within the
limits of the utilized harbor on Man
haitian, in Brooklyn and on the Jersey
side But all that has been done has
been insufficient, and the limits Of de-
velopment, even in inferior locations
have about been reached. Engineers
and thoughtful citizens who have given
their attention to these matters have
rather generally come to the conclu-
sion that the great export terminals
OF the future must be on the east side
of Staten Island
among those who have given pro-
found and serious study to this ques-
ton are Linden w. Bates and Bra
dish j. Carroll. Mr.. Bates's views re-
garding Staten Island development are
we'll known. Mr.. Carroll has also helped
to take the topic out of the realm of
conjecture and speculation by causing
an elaborate engineering study to be
made of the general problem and the
Staten Island solution. At his instance
John Meigs, consulting engineer, and
Frederick G. Fearing, Of Kelly, Cooke
& Co., consulting engineers. of Phila-
de!phia, have together gone deeply
into the whole matter and have pre-
pared plan and estimate for the de-
velopment Of a great marine terminal
on Staten Island.
The study and the. plan were sub
mitted to the committee on the harbor'
and shipping Of the New York Cham
Der OF Commerce. and are now before
the Interstate New York and New Jer-
sey Commission, which is considering
the whole question Of comprehensive
tsrminsk plan and development Tor all
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1918-06-02
Great Docks and Yards to Provide
Direct Connection With Nations
Big Transit Systems

$4,000; contingent expenses and in
terest on capital during construction
$11 100000.
Trench and camp., 1918-07-04
French Literature and JournaLism

XIV attained an excellence Of COM
bined unity and weight DcAscoly seen
since, and therefore these writer's
have become classics" in q double
sense.
Modern thought begins with the
eighteenth century, which though in-
ferfOr I'm the drama and I'm poetry IN
strong In practical philosophy and re-
form. The old beliefs Il ding and
church largely crumhaed In this age,
and II its Bcepticism seems excessive.
yet the names Of VOltaire, Of the
more constructive MOnteDQuieu, and
OF Diderot are names that have their
weight. The novel 60MTi0h06 In
Lesage's "Gil Bias and I'm the hands
Of Rousseau. who. by his restoration
Of individual feeling. prepared the
way for nineteenth century roman
ticism. That movement, further for
warded by Chateaubriand. reaches
its climax in the poetry, fiction and
drama of Hugo and his school. Bal
zac makes the transition 20 realism
which has largely dominated recent
generations: IL IL represented In
drama by Augier and Dumas nlS; in
the novel by Flaubert. MauDassant,
Zola; by the Parnassian school Of
poetry and by scholars like Taine.
Toward the end Of the ceutNgy more
individual and wilful note appears IN
the work of men like Anatole France,
ROstand, Verlaine.
French Journalism practically be-
gan in the eighteenth century, with
various literary gazettes, AOurished
nightly under the Revolution, was
partly suppressed by Napoleon, and
has since taken on modern impor-
lance. The French go In less for IL
lustrated magazines than We do, but
their heavy" reviews, such a. the
Revue des Deaux Mondes," are ex-
cellent. Their newspapers are
smaller, and contain less news" but
more discussion and Information.
There are serious political papers, Of
the type Of 'I,e Temps" and the
Journal des D6bats," literary sheets
Ike the Figaro" and sem1-Ameri-
canized popular products Ike the
'9Matin" and the Petit Journal"
Any of these win make good read
ing matter, according % taste. And
to the soldier who wamkS TO dip into
the long continued, inaxhMMstibIe
stream Of French MterBknTab the
novels Of Daudet and lie ba8 g Bal
nc and Of Maupassaa4 nay - AoaTt-
ny recommended.
Trench and camp., 1918-07-04
Go in and Ge.eral Mare Chief Of sta6 to TIE Wss P0in'

Go in and win-GesercI March, Chief Staff TIE West PO
graduates
eve wi--The reply of tkeWest Post~s sssfyit ss
Don't get DISCOURAGED about We stand any amount Of
hammerngLN Comgsby DGsvson of the Canadian ExPss
II ditioMnyy Forces 3 ssf
he war can be lost in America as wen as ON fields
and considered mjued interruptions Of the essential
of the country may make it impossible to win ress4
ident Wilson'S sOayNng to AsseScGH Labor.
doughboys alone Of al troops hit the mark at 600 yards
They already introduced element into European
warfare."-AN Americ0M General to Ch0vles II. GrGay
way the Americans have developed fighters = Of the
most amazing features of the War"Bish Stef Officer TO
Neuv York "Wordy representative
Wha France have accomplished thus faT
- almost incredble"-Tks London Times
Get that bridge Of ships the Atlantic quickly % pos
sbde"-Jsdge WiIiew II. Adosss |f@t
he s of the British French magnificent and every.
where there 10 determination to hold until the swelling
tide OF American troops helps turn the tide Of x-sasv
C3esRencenw
hee is only one business America and Americans
s. Bernard N. Boswek.
aWh strong win and irresistible activity the American troops Con-
tnue absolutely TO the adversaries thy eppos-
French Official Statement