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state (including Regular Army, National Army, National Guard, navy, Marine Corps, Coast Guard, and U.S. Guards) was 493, 8 92, or 10-37% of the total. The number of casualties was 40,222. The subscriptions to the Liberty and Victory loans in New York State were: First Liberty Loan, $1,112,389,70x5; Second, $1,413,- 107,150; Third, $985,559,600; Fourth, $1,826,448,250; Victory Loan, $1,607,199,250; total $6,944,703,950. (E. D. G.)

NEW YORK (CITY) (see 19.610). The pop. of New York City in 1920 was 5,620,048, as against 4,766,883 in 1910, an increase of 853,165, or 17-9%. The pop. of the separate boroughs was: Manhattan, 2,284,103 (in 1910, 2,331,542); Bronx, 732,016 (in 1910, 430,980); Brooklyn, 2,018,356 (in 1910, 1,634,351); Queens, 469,042 (in 1910, 284,041); Richmond, 116,531 (in 1910, 85,969). There were 5,459,004 whites, 153,088 negroes, and 7,956 others (Chinese, Japanese and Indians). The figures for 1910 were 4,669,162 whites, 91,709 negroes and 6,012 others. The white pop. constituted 97-1 % in 1920 and 98% in 1910, while the negro pop. constituted 2-7%in 1920 and i-9%in 1910. The increase in the white pop. since 1910 was 789,842, or 16-9%, while the corresponding increase in the negro pop. was 61,379, or 66-9%. The total foreign-born white pop. in 1920 was 1,989,216, as compared with 1,927,603 in 1910, an increase of 61,603,013-2%. The numerical increase was less than 10% of that of the preceding decade. Foreign countries furnishing the greatest number were Russia, 479,481; Italy, 388,427; Ireland, 202,833; Germany, 193,558; Poland (for the first time listed separately), 145,257; and Austria, 126,447. Of the total pop. in 1920 the males numbered 2,804,884, or 49-9%, and the females 2,815,164, or 50-1%. For the entire borough of Manhattan the average density was 162-5 inhabitants per ac., but in the Fourth Assembly District on the lower E. side (245 ac.) in which a great proportion was foreign born, the density was 420-3 per acre. In 775 tene- ment blocks in 1920 the density was 'over 1,000, the maximum being 3,869. In spite of overcrowding the city was healthy; for 1919 the average death-rate was 12-39 per 1,000.

The most important enlargements of public services provided since 1909 are the addition of the Catskill water to the city system, and the additions to the rapid transit system.

The Catskill system, secured by developing the Esopus water- shed, was put in service in May 1917. It furnished a supply esti- mated to yield a minimum of 300 million gal. per day and with normal rainfall 325 million. Even before this the increased con- sumption of water had necessitated the undertaking of the devel- opment of the Schoharie watershed in 1916. This source, which is expected to be available in 1926, will provide an additional 300 million gal. per day, making a total normal supply at that time of 1,170 million gal. per day. The consumption of water is increasing so fast that, in view of the inevitable growth, the city already faces the problem of securing additional sources of supply. In April 1921, Blackwell's Island the seat of the City hospital and of the Metropolitan hospital, as well as of the N.Y. County Peni- tentiary and of the Corrections hospital was renamed Welfare Island, by the Board of Aldermen.

Rapid Transit Development. As a means of meeting the demand for additional rapid transit facilities, the city by the Public Service Commission for the First District in March 1913 entered into sep- arate contracts with the Interborough Transit Co. and the N.Y. Municipal Railway Corp. for the construction, equipment, and oper- ation of a system of rapid transit lines known as the dual system. At this time the Interborough Rapid Transit Co. operated the sub- way lines in Manhattan, Bronx and Brooklyn, and under lease the elevated lines owned by the Manhattan Railway Co., i.e. the Second Ave., the Third Ave., and the Ninth Ave. lines, the last including the Sixth Ave. The N.Y. Municipal Railway Corp. was formed in the interest of the Brooklyn Rapid Transit Co. for the operation of various lines constructed or to be constructed as out- lined in the dual plan. The N.Y. Railway Co., which operates most of the surface lines in Manhattan and the Bronx, is the only large traction system not included in the dual system. The operating contracts made with each company run for a period of 49 years from Jan. I 1917, at the end of which time all leases and agreements will terminate and the city will have complete ownership and con- trol over the constructions included in the dual plan. Provision is made in the contract for the sharing of profits with the city after the operating company has paid all necessary expenses and taken out an amount designated as a preferential, which represents an average of past earnings on old lines over a period of years. The contracts also specify that in the territory allotted to each company the rate of fare for a continuous ride shall be five cents. The dual plan provided for the construction of 322 m. of new track, making

the total mileage of the completed system 618-7. While the plan as outlined approximately doubled the existing mileage it tripled the facilities then available, as the third tracking and extension of existing elevated railways materially increased the carrying capacity. For the Interborough these extensions comprised subway construc- tion N. and S. of 42nd St., Manhattan. North of 42nd St. the new subway extended up Lexington Ave. and connected with the exist- ing Fourth Ave. subway. New subway construction S. of Times Square extended the W. side subway down Seventh Ave. to lower Manhattan and by tunnel under the East river to Brooklyn. This construction provided independent through N. and S. rapid transit lines for the E. and W. sides of Manhattan Island. The addi- tion of a third track and extension of existing elevated lines brought the added mileage to 167-7, a total for the Interborough system of 358-7. The main feature of the extension of the lines of the N.Y. Municipal Railway Corp. was the subway beginning at the Queens- boro' Bridge and extending W. by 59th and 6oth Sts. to Seventh Ave., thence S. by Seventh Ave., Broadway, Vesey St., Church St. and Trinity Place to a connexion with a tunnel under the East river at Whitehall St. This construction and other extensions make a total for New York of 105 m. and a total for the N.Y. Municipal Railway system of 260 miles.

At the end of 1920 all but 2-2 m. of the Interborough system and 15-3 of the N.Y. Municipal Railway system was completed. A continuous ride of 26-63 m - f r fi ye cents then became available on the Interborough system and one of 18-5 m. for the same fare on the Brooklyn lines. The anticipated cost of constructing the new lines provided under the Dual plan amounted to 8337,000,000, which was to be distributed as follows: City of New York, 171,000,- ooo; Interborough Rapid Transit Co., $105,000,000; N.Y. Munici- pal Railway Corp., 861,000,000; in addition to the above the city had already invested about 56,000,000 in the construction of the Fourth Ave. subway, and the Interborough Rapid Transit Co. had expended about $48,000,000 for the equipment of the line. Up to Jan. I 1921 expenditures by the city and the operating companies amounted to approximately 8435,000,000, including sums to be paid for work completed or nearing completion. Of this amount the city's part was about 8214,000,000, the operating companies' 8221,000,000. It was anticipated that the system when completed would be able to carry more than three billion passengers per annum. During the year ending June 30 1920 there were carried ^364, 775,067 passengers. The main rapid transit lines 'were operat- ing in 1921 to the point of saturation and the situation demanded immediate provision for additional {i-i'.'nies.

Manufactures. The N.\. ^ity Metropolitan District (a dis- trict of 616,928 ac. including in addition to New York City the neighbouring cities and towns both in New York State and New Jersey) is by far the largest industrial district in the United States, more than one-seventh of the entire industrial productions of the United States being credited to it. In 1914 it had 36,410 manufac- turing establishments; these gave employment to an average of 1,031,815 persons during the year, 842,103 being wage-earners, and paid out 711,085,669 in salaries and wages. The value of the manufactured products was 83,428,223,150, the materials utilized $1,984,842,079, the value added by manufacture 81,443,381,071. The district represented 12-5% of the persons employed, 11-5% of the capital and 14-1 % of the value of products for the whole country. Clothing ranked first with a value (1914) of 8546,682,000. Printing and publishing, with products valued at 8230,961,000, ranked second. Smelting and refining of copper, with a value of 8207,752,000, ranked third, yet it listed but five establishments while clothing listed 6,229 an d printing and publishing 3,647. The boroughs of Manhattan and the Bronx produced in 1914 goods valued at 1,577,852,000, or more than two-thirds of the total.

Port of New York Commerce. The port of New York was in 1921 in many respects the most important in the world. The value of the imports received increased from 891,614,678 in 1909 to a total of over $2,064,654,000 in 1919, or 131-6%. The value of exports in 1919 exceeded $3,456,329,000 as compared with $627,- 782,767 in 1909, an increase of 82,728,546,233, or 435 %. The vessel tonnage entering and clearing during 1919 aggregated 15,049,000 and 14,275,000 tons, respectively. These totals far exceeded the commerce handled through any other port in the world. The increase in port facilities has by no means kept pace with the growth of busi- ness. Such improvements as have been completed during the years 1909-19 inclusive have been limited to more or less haphazard development work carried out under the supervision of the U.S. Government, the completion of the N.Y. State Barge Canal, and the execution of a limited number of enterprises by the city, pro- viding additional docking and wharfage facilities. Among the more important of the projects carried out by the Federal Govern- ment are the East river improvement work and the completion of the Ambrose Channel. The East river improvement includes extensive dredging to provide a channel 40 ft. in depth between the Upper Bay and Brooklyn Navy Yard, and also through Hell Gate. Work done before 1921 comprised not alone dredging, but also the removal of reefs and ledge rocks, notably Coenties Reef and Shell Reef which had been a menace to shipping and restricted the development of an important part of the port. Expenditures on these improvements have aggregated $8,172,734, and it is antici-