The Box - Marc Levinson [163]
37. “It wasn’t unusual” from Healey interview; Campbell interview; Hubbard interview; Richardson interview, January 14, 1992; George Panitz, “Sea-Land Plans Alaska Service,” JOC, April 1, 1964.
38. Hall interview; presentations to Sea-Land management meeting, Hotel Astor, New York, December 12–14, 1963; ICC, Transport Statistics, various issues.
Chapter 5
The Battle for New York’s Port
1. Chinitz, Freight and the Metropolis, pp. 21, 50. The number of piers is given in a letter from Edward F. Cavanagh, Jr., New York City commissioner of marine and aviation, to Board of Inquiry on Longshore Work Stoppage, January 14, 1952, in Jensen Papers, Collection 4067, Box 16. For a description of the New Jersey freight yards, see Carl W. Condit, The Port of New York, vol. 2, The History of the Rail and Terminal System from the Grand Central Electrification to the Present (Chicago, 1981), pp. 103–107. Attempts by New Jersey interests to eliminate the single rate led to the formation of the PNYA in 1921. See Jameson W. Doig, Empire on the Hudson: Entrepreneurial Vision and Political Power at the Port of New York Authority (New York, 2001).
2. Estimates of truck share of total cargo are based on unpublished PNYA data cited in Chinitz, Freight and the Metropolis, p. 41. Average waiting time appears in PNYA, “Proposal for Development of the Municipally Owned Waterfront and Piers of New York City,” February 10, 1948, p. 64; NYT; May 17, 1952.
3. Waterfront Commission of New York Harbor, Annual Report for the Year Ended June 30, 1954, p. 33, and Annual Report for the Year Ended June 30, 1955, p. 13. Interesting light on the union’s view of public loaders can be found in a July 28, 1952, letter from Waldman & Waldman, the ILA’s counsel, to ILA president Joseph P. Ryan recommending changes in the operation of Local 1757, in Vertical File, “International Longshoremen’s Association,” Tamiment Library, New York University. A formal list of “authorized” public loader charges appears in Truck Loading Authority, “Official Loading Charges in the Port of New York,” in Jensen Papers, Collection 4067, Box 13. As late as 1963, the trucking industry complained that truckers spent $ 1 million a year on bribes to gain precedence in waiting lines at piers. See New York City Council on Port Development and Promotion, minutes of November 18, 1963, Wagner Papers, Reel 40532, Frame 728.
4. County Business Patterns, 1951, p. 56.
5. County Business Patterns, 1951, pp. 2, 56; Chinitz, Freight and the Metropolis, pp. 31, 96. Detail on plant locations in selected industries in the early part of the century is in Robert Murray Haig, Major Economic Factors in Metropolitan Growth and Arrangement (New York, 1927; reprint, New York, 1974), esp. pp. 64–65 and 96–97. Haig’s maps make clear that other industries, notably apparel, were not at all reliant on waterfront access.
6. County Business Patterns, 1951. Brooklyn estimate from New York City marine and aviation commissioner Vincent A. G. O’Connor, Address to Brooklyn Rotary Club, October 17, 1956, Wagner Papers, Reel 40531, Frame 1585.
7. PNYA, Outlook for Waterborne Commerce through the Port of New York, November 1948, Table VIII; Census Bureau, Historical Statistics, p. 761; Thomas Kessner, Fiorello H. LaGuardia and the Making of Modern New York (New York, 1989), p. 559.
8. Chinitz, Freight and the Metropolis, pp. 77–78.
9. Ibid., p. 202. For additional trucking charges, see PNYA, “Proposal for Development,” p. 65. Shippers filed eighty-nine “informal complaints” about bills for waiting time, wharf demurrage, and terminal charges during the year ending June 30, 1955, “the greater portion of which were against rates for truck loading and unloading waterborne freight in the Port of New York area.” U.S. Department of Commerce, Annual Report of the Federal Maritime Board and Maritime Administration, 1955, p. 33.
10. Nelson, Divided