But the principal difference between the European and American types is to be found in the use by the former of huge quays, sometimes more or less similar in general shape to the American piers, but infinitely larger. Also they are surrounded by stone sea walls and are of dry land. On these great quays are warehouses, railroad tracks, derricks, cranes, and even great railroad yards. They are of various sizes and various shapes, but all of them, by comparison with piers, are very large. At Manchester, for instance, where a harbour has been built in that inland city and connected with the Irish Sea by the Manchester Ship Canal, there are only eleven or twelve quays, but their area is 152 acres, and they have a water frontage of more than five miles. The railways and sidings on and immediately adjacent to the quays have a total length of well over thirty miles. Great warehouses, some as many as thirteen stories high, are built on these quays, with berthing space for ships on one side and railroad sidings on the other. Inland canals as well as railroads serve this port and, of course, much local freight is moved by truck. Manchester is an excellent example of what I have termed the European type of port. But as I have said, no two ports are identical. Each port has advantages and disadvantages, problems and solutions of its own. Descriptions of a few scattered ports may be of some service in giving an idea of the variety of problems and solutions that may arise, before I turn to a description of the details of port equipment. I have given a little space to the arrangement of the ports of New York and Manchester, and Liverpool has been mentioned. Let us turn, then, to Rio de Janeiro, a port very different from these. Rio is on one of the most magnificent harbours in the world, and is becoming an increasingly important port. It labours, however, under a very serious handicap in that it has no waterway leading into the vast interior of Brazil. Furthermore, other easy routes inland from Rio are interfered with by the mountain ranges that lie close to the coast. Railroads have been built across these mountains for some distance into the interior, but the grades are heavy, and by present methods it would be expensive and difficult to send great quantities of freight by these routes. For this reason Rio is not likely ever to become a South American New York. Here, then, is a case of a magnificent harbour that will probably never be used to its capacity. The harbour itself is about sixteen miles long and is from two to eleven miles in width. It is deep enough to accommodate the world’s greatest ships and could readily be equipped with an almost perfect arrangement of terminal facilities. As it stands the port is excellent, but by comparison with other large ports its tonnage of freight is limited. Quays similar to those so often used in European ports are in use in Rio, and in the development of the port the European system is being followed.