"To see any harbor or city or state as a whole," he said, "is what most Americans cannot do. And it's what they've got to learn to do."
And while I looked where he told me to, like a surgeon about to operate he talked of his mighty patient, a giant struggling to breathe, with swollen veins and arteries. He made me see the Hudson, the East River and the railroad lines all pouring in their traffic, to be shifted and reloaded onto the ocean vessels in a perfect fever of confusion and delay. Far below us you could see long lines of tiny trucks and wagons waiting hours for a chance to get into the docksheds. New York, he said, in true Yankee style had developed its waterfront pell mell, each railroad and each ship line grabbing sites for its own use, until the port was now so clogged, so tangled and congested that it was able to grow no more.
"And it's got to grow," he said. The old helter-skelter method had served well enough in years gone by, for this port had been like this whole bountiful land, its natural advantages had been so prodigious it could stand all our blind and hoggish mistakes. But now we were rapidly nearing the time when every mistake we made would cost us tens of millions of dollars. For within a few years the Big Ditch would open across Panama, and the commerce of South America, together with that of the Orient, would pour into the harbor here to meet the westbound commerce of Europe. Ships of all nations would steam through the Narrows, and we must be ready to welcome them all, with an ample generous harbor worthy of the world's first port.
"To get ready," he said, "what we've got to do is to organize this port as a whole, like the big industrial plant it is."
He began to show me some of the plans in blue-print maps and sketches. I saw tens of thousands of freight cars gathered in great central yards at a few main strategic points connected by long tunnels with all the minor centers. I saw the port no longer as a mere body of water, but with a whole region deep beneath of these long winding tunnels through which flowed the traffic unseen and unheard. I saw along the waterfronts continuous lines of docksheds where by huge cranes and other devices the loading and unloading could be done with enormous saving of time. Along the heavy roofs of steel of these continuous lines of buildings stretched wide ocean boulevards with trees and shrubs and flowers to shut out the clamorous life below. Warehouses and factory buildings rose in solid rows behind. The city was to build them all, and the city as the landlord was to invite the ships and railroads, and the manufacturers too, to come in and get together, to stop their fighting and grabbing and work with each other in one great plan.
"That's what we mean nowadays by a port," he told me at the end of our talk. "A complicated industrial organ, the heart of a country's circulation, pumping in and out its millions of tons of traffic as quickly and cheaply as possible. That's efficiency, scientific management or just plain engineering, whatever you want to call it. But it's got to be done for us all in a plan instead of each for himself in a blind struggling chaos."
I came down from the tower with a dazed, excited feeling which lasted all the rest of the day. That harbor of confusion had been for months my entire world, it had baffled and beaten me till I was weak. And now this man had swept together all its parts and showed me one immense design.
He had promised me the first use of his plans. With this to go on I drafted a scheme for a series of magazine articles on "The First Port of the World," and I soon placed it in advance at four hundred dollars an article. At last I was coming up in life, my first big story had begun!
I went with Dillon each week-end up to the cottage on the Sound. Here he talked in detail of his dreams, and Eleanore with her old passion and pride delighted to draw him out for me. And not only her father—for to help me in my work she invited out here in the evenings many of his engineer friends.