Exploitation and Protection: Immigrants at Ellis Island and the Port of New York (1912)

📌 Explore the challenges faced by immigrants arriving at Ellis Island and New York’s port in the early 20th century, focusing on the exploitation they faced and the efforts to protect them. A critical examination of transit and baggage systems and proposed reforms.

The Protection of Immigrants at Ellis Island and Port of New York

Relevance to Immigration Studies

This article presents an in-depth investigation into the transportation and protection systems set in place for immigrants arriving and departing through the Port of New York, with a focus on the critical role of Ellis Island. It is a valuable resource for educators, students, genealogists, and historians interested in the complexities of the immigrant experience during the early 20th century.

The detailed exploration of how immigrants navigated New York City's transit system, often with limited assistance or protection, illuminates the challenges they faced, from exploitation by runners and porters to delays that caused them to miss their ships.

The article touches on how immigrant protection was handled at Ellis Island and at various terminals across New York, highlighting the systemic issues that created vulnerabilities for newcomers.

For those studying immigration policy, labor conditions, or social justice in the early 1900s, this article is a vital tool for understanding how both government and civic organizations worked (or failed) to safeguard immigrant rights.

Newly Arrived Immigrants at Ellis Island Awaiting Examination. Underwood & Underwood [1890s]. Library of Congress # 2017660810. GGA Image ID # 1482a1ee41

Transportation (Note 1)

Section 153, Subd. 5. " The Commissioner of Labor shall investigate conditions prevailing at the various places where aliens are landed within this State and at the several docks, ferries, railway stations and on trains and boats therein, and in cooperation with the proper authorities afford them protection against frauds, crimes, and exploitations."

Transit Conditions in New York City

The Bureau has been diligently investigating the transit facilities of aliens passing through New York City via the port of New York, a task that has presented some of our most challenging problems.

Throughout this investigation, we conducted a total of nineteen inspections, thoroughly examining the conditions prevailing on docks, nine rail terminals, and several steamers at Quarantine, courtesy of the Port Surveyor. We left no stone unturned, studying the distribution system throughout the city, from Quarantine to the terminals.

Our efforts were further bolstered by the New Jersey Committee of the North American Civic League for Immigrants, who graciously provided us with seventy-one records of Hoboken investigations, where New York has no jurisdiction.

It is necessary to describe the prevailing system to understand the difficulties and proposed remedies.

From October to February, there is a heavy eastbound passenger movement of aliens returning to their home country. In 1909, 103,002 immigrant aliens and 132,221 non-immigrant aliens departed from the port of New York.

While a large percentage were city residents at the time of sailing, a significant number came from inland points, especially camps, small towns, and cities throughout the country.

In these centers are steamship ticket agents, who sell not only the rail ticket to New York but, wherever possible, the steamship ticket, which is good for passage when stamped at the general office or dock of the line over which it is sold.

Some agents also sell or lead the alien to believe he has paid for his lodging, 'baggage transfer, and guide service to the hotel and dock in New York City.

Some agents do not get the money for New York City hotel accommodations and services but direct persons to hotels. He is told that the amount paid covers everything and that he will have no further trouble getting aboard the steamer, for he will be met at the station.

To assure this, he is given an end or button with the name of the hotel or told that his name will be called out at the New York City station. He is to go with the man claiming him when his name is called.

A steamship ticket is not sold in the interior. Still, the alien prefers to wait until he reaches New York City. He has usually corresponded with an agent in the city.

An advance deposit of $2 to $5 is frequently sent to reserve space. This is done even when there is little or no demand for space.

Instead of giving the alien the steamship ticket purchased by him, it is also common practice for agents to send it on to the hotel keeper, thus requiring the alien to go there to get his property.

The relations between steamship ticket agents and hoteliers are very close. In New York City and large central and western cities, one person usually acts as a ticket agent and a hotel keeper.

They exchange business—the eastern agent sells the rail ticket and directs the alien to the central or western hotel, and the agent in the latter place sells the transportation and leads the eastbound alien to the eastern hotel.

The alien is always encouraged to stay at a hotel, even when his vessel sails the same day he arrives. Thus, the hotel is in charge of its transit from the rail lines to the docks.

Some hotel men pay ticket agents fifty cents to $1 for sending passengers to them. Traveling steamship agents sometimes appoint local agents because they patronize certain hotels in which the agents are interested. This is not ordinarily done with the knowledge of the steamship officials.

Each New York City rail terminal has an immigrant agent responsible for arriving and departing aliens. Those with the card or button of some hotel or whose name the hotel has received in advance are called consigned passengers; those with no address are called unsigned passengers.

The runners for the various hotels to which inland agents consign aliens are supposed to meet all trains, especially when they are notified that passengers are arriving for them.

When unsigned passengers arrive, not having selected a hotel or purchased a ticket, the immigrant agent gives them to the runner chosen by the agent, according to any method he may adopt. The immigrant agent turns the consigned passengers over to the runner, claiming them.

Immigrants who refuse to be directed to any hotel are left to the mercy of the dozens of runners and porters who collect outside the station and demand their baggage. It is not uncommon for an immigrant to be accosted a dozen times in a block or two and his address and luggage ordered or taken away.

As soon as these immigrants are in the hands of the runners, either hotel or city runners, the first thing the runner does is take away their steamship tickets and baggage checks, which are retained or turned in at the hotel until the immigrants go to the dock or are on board the ship.

The dissatisfied or mistreated immigrant, or one sent to the wrong hotel, has little opportunity for redress before sailing, with his property fast in possession of the hotel or the runners.

The runners employed by these hotels usually work on a commission, are ordinarily not bonded or licensed, and have the immigrant and his property at their mercy.

In one instance, an immigrant was declined for three days because, on the morning of sailing, the hotel runner had his steamship ticket in his pocket and had been called to court.

Consider for a moment the likelihood that an alien will never reach the hotel to which he is consigned because of this flawed system of identification and transit.

The hotel competition is so great that, in some instances, their agents board the trains, take away one hotel's tag cards or buttons, and substitute others. To get the commission paid by the hotels, it is known that some agents give the immigrants more than one address or card.

Runners sometimes represent several hotels and take the passenger to the hotel that pays the highest commission, or they sometimes claim passengers on the promise that they will take them to the hotel they have asked for and then leave them at other hotels. The alien must find his way if the train is late and no runner is there.

Too many tickets are sold for a steamer, and the immigrant is delayed awaiting an adjustment or transfer to another steamer.

Where advance payments have been made to cover New York City charges, the failure of an immigrant to connect with the right hotel means the loss of his advance payment for the ticket and delay, which frequently causes him to lose his boat.

Under such contingencies, the railroad immigration agent's distribution of immigrants to the various hotels is a matter of great importance.

The Coastwise and Hudson River lines, having terminals in New York City, need an immigrant agent. While an attempt is made to keep runners, porters, and expressmen off the docks, immigrants become the prey of these men as soon as they leave, and the exploitation is widespread.

No attempt was made to safeguard these aliens and their property. However, thousands were carried each year until the Fall River Line granted the privilege of experimenting with conducting immigrants to the North American Civic League for Immigrants.

The same and additional difficulties are prevalent in the transportation of incoming aliens. The Bureau has yet to concern itself with distributing through steerage passengers from Ellis Island.

The railways maintained their prompt route through the clearing house and provided rates for the passengers. The Federal Government, by agreement with the various roads and coastwise lines, has developed a system by which aliens are swiftly delivered at the terminals and protected until they leave.

One exception is the McDonnell agency, which represents the Old Dominion Steamship Co. and the Ontario 8. Western Railway. This agency can still bring steerage passengers to New York instead of sending them directly to their destination.

Establishing the Immigrant Guide and Transfer by the North American Civic League for Immigrants has made it possible for any alien destined for New York City who desires safe delivery to his address to avail himself of its services for a nominal charge.

Many philanthropies also have agents at Ellis Island. They assist persons of their race or creed to points within the city. The prosecutions of runners, porters, and cabmen and increased police protection at the Barge office (all brought about by the North American Civic League for Immigrants) have significantly eliminated the evils at the Battery. The Bureau has been able to give attention to other phases of the subject. (Note 2)

However, the transportation system for second-cabin passengers is no better than that for eastbound aliens. In 1910, 137,288 second-cabin passengers arrived at the port of New York, which gives some idea of the importance of this business to emigrant hotels.

When the second cabin passenger buys his steamship ticket, he frequently purchases a rail order to his final destination in this country. The latter is sold on the other side at an immigrant rate similar to that given to the steerage passenger.

On board the vessel or on the docks, a steamship agent or rail line agent takes up this steamship order to exchange it for a rail order. On the other hand, agents in New York City have much the same interest in hotels as agents in the interior and consign the passengers to hotels.

However, the second cabin immigrant is only allowed the rate he paid on the other side if he goes to Ellis Island to obtain his ticket, which he is assured will take time and cause delay. He, therefore, almost invariably pays the difference in prices on the dock.

The runners of the various emigrant hotels then take his ticket and his baggage checks, just as they do at the stations with eastbound aliens, and he is escorted to the hotel.

It does not matter if his train leaves in half an hour and he has just time to make it; he must go to the hotel for at least one meal and a night if possible.

When it has had its levy, the hotel usually sends a runner with the passenger to the station who sees that his rail order is exchanged and that he gets aboard.

Unsigned second-class passengers who refuse to go to hotels are the prey of runners, porters, cabmen, and expressmen, who pounce upon them as soon as they are on the docks and carry off their baggage and tickets.

When the steamship agent sells a rail order on board on the way from Quarantine or when the rail agent sells it on the docks, he immediately leaves the purchaser to the outsider.

The rail agents have no regular stand where they can be found but mingle with the passengers on the dock. There is no bureau of information. If it is late at night, no one informs the aliens that they can stay on board.

Furthermore, while the supervisors of the gangs of checkers are steadily employed on salaries, the checkers get twenty-five cents an hour and work two or three hours on a boat.

These men advise the immigrants where to go or turn them over to their porter, runner, or cabman friends, with whom they later loaf in the nearest saloon on the proceeds the immigrant has " given up" the day or night before. Then they go to another. This method results in hiring men who are idle part of the time and are poorly paid.

Three Lines has a guide service operated by a private banker at the New Jersey docks. This service has prevented many cases of abuse. Still, as the guides of this company must compete with all others on the docks during the rush of landing passengers, the experiment has been only partly successful.

Many philanthropies have representatives on the docks to meet incoming second-cabin passengers, chiefly those destined for the city. Still, they are wholly inadequate in their competition with the business interests represented.

It will be observed that the only direct transportation system across New York City between the steamship and rail lines for their passengers, either east or westbound, is in the hands of hotels and their runners, whose only profit necessarily depends on delay and detention.

The transportation lines disclaim all responsibility for what happens to a passenger from the time he gets off the docks until he enters the train and vice versa, on the theory that their responsibility ceases when the passenger leaves their boat or train.

The delivery of passengers is one of many problems. Ordinarily, even when an eastbound alien has a steamship ticket on a given vessel and line, his baggage is checked only to the rail or coastwise line terminal, giving the hotel or city expressmen a chance to charge for delivery.

The alien is powerless when the check is in possession of the porters and expressmen. It does not infrequently happen that the check may get into the hands of one hotel runner, the alien, and his ticket.

In such a case, the alien frequently misses his boat because the two are fighting over the hotel to which he belongs.

There is another evil. New York City ordinances prescribe the rate for baggage transfer but permit a special rate between the baggage owner and the expressmen. This is done often when the expressman has a half or a whole day to deliver the baggage.

It is common for an alien to pay $3 to $4 to deliver a piece of luggage from a New York City rail terminal to a New York City dock. Although the alien may sail on the same day of arrival or the next day, he is usually charged the special rate and is told one must make a memorable trip to the docks.

Still, another abuse is practiced on aliens. Agents of transfer companies take over the baggage checks on the train—not in the way they take over an American's, by request, but by demand—giving the alien a cheek marked "Office."

The alien, thinking the transfer agent is a train official with his official cap and badge, gives up his check. When he finds out over what line he is sailing and wants his baggage delivered, he pays twenty-five cents for the" office cheek " fee plus the regular transfer, regardless of the time the luggage is in the "office."

This is done when the baggage has not been taken to the transfer company's office from the station and service has yet to be rendered other than exchanging the checks.

In a test case, this "office fee" was charged by an alien who called the transfer office at the rail terminal and carried his trunk away from the station room.

The records of this Bureau are replete with complaints of lost, misguided, or overcharged aliens who were delayed and exploited under the present methods.

At any transfer hotel on any morning of sailing, as many as fifty percent of the passengers complain of overcharges, misunderstandings, inadequate treatment, or confusion in tickets and routes.

Day after day, men are left behind through the competition and negligence of these hotels or the inefficiency of their runners.

There is something radically wrong with a business system that loses money for passengers, enables them to be misguided, robbed, and detained, makes them pay special rates for baggage, and even offers bonuses as high as $5 to have their tickets stamped on the docks in times of rush and fifty cents for having their trunks labeled.

There is something wrong when fifty out of every one hundred people come into New York City thinking they have paid for something they do not get; when they are charged regular hotel rates whether they arrive at midnight and sit on a chair all night or whether they arrive at 5 or 6 a.m. and stand out on the sidewalk. They pay hotel rates for such standing rooms on a public thoroughfare.

One must remember that the Bureau has had but a year to deal with an immensely complicated matter extending far beyond its jurisdiction and involving interstate commerce.

There are so many parties to the transaction that progress has - been slow. First, the agent collects all the charges frequently in another city or State. In the latter instance, his acts are beyond the jurisdiction of this State.

In cases brought to the Bureau where he has overcharged or misrepresented, the general agent in New York City has been held responsible. Wherever the alien could stay and prosecute, the Bureau has been successful.

Usually, however, the Bureau receives the complaint the day before or on the morning of sailing, 'so there is little time for investigation — a fact relied upon by the parties to the exploitation.

So far as agents in this State are concerned, the Bureau has had the laws amended to govern the sale of tickets by authorized agents and require independent agents and peddlers to be licensed.

As these amendments went into effect September 1st, and this Bureau has but five field agents for the entire State, a fair test of their efficiency has yet to be made. (Note 3)

Whenever violations have been brought to the attention of the steamship lines, they have shown readiness to take action. The difficulty is that, with the present force, one cannot detect violations in a state with 1,013 authorized agents and some (estimated) 4,000 or 5,000 peddlers.

An investigation of 235 agents revealed that seventy-four needed to comply with the law by posting their authorizations under section 1503-4 of the Penal Law.

These were kept in desks and safes. In twenty-one instances, agents were advertised as agents of lines for which they had no authorization.

Whenever a test case has been brought against peddlers, they have agreed to comply with the law and discontinue the sale of tickets, so no decision has been obtained under the law.

It is not enforced, however, and the peddlers act in open defiance of it. The Bureau has not been able to secure such cooperation in front of the steamship, which would result in wiping out the abuses of attending the sale of such tickets and overcharges. However, the rules of the Conferences prohibit such sales. One of the remaining matters needs to be dealt with more thoroughly.

Section 1564, which specifies that one shall sell only bona fide orders on transportation linen and what they shall bear on their face, has been most effective.

The evils so prevalent during the investigations of the State Immigration Commission, caused by irresponsible persons issuing their orders, which were not binding on any line, have been eliminated except for one line whose operations are now under investigation.

The efficiency of this law is best shown by contrast with other states. Many defective orders or tickets have come to the attention of the Bureau, but 'they were not issued in this State. (Note 4)

Second, there is the rail line's immigrant agent. Although this situation is complicated by the fact that most of the terminals are in Jersey City, in three instances, the railroads have been called to the fact that their immigrant agents were receiving commissions from runners for directing or diverting alien passengers. In two instances, the men were removed, and the system improved.

The supervision of this work is, on the whole, defective, a thing not true of the other branches of the railroad passenger service. This service is considered a passenger favor rather than a part of the railroad's transit obligation.

The systems used in the various terminals also differ so significantly that no one standard can be established for such a service.

As an illustration of what can be done, one railway, upon complaint from this Bureau, installed a new system that operates as follows:

Upon arriving at the station from inland cities, immigrants are all taken into the immigration room at the terminal. Then, one runner at a time is admitted into the room, where he calls out the names of the immigrants consigned to his hotel.

He is not permitted to take anyone else but those for whom he has a requisition. When he leaves the room with the immigrants in his charge, the next runner is admitted and goes through the same process.

On arrival at the steamer's dock, the agent in charge of the immigrants collects their tickets, takes them directly to the office, has them stamped without delay, returns them to the people in his charge, gives them back their tickets, and sees to it that they all get on board before he departs.

He also attends to checking their baggage on the dock. All immigrants remaining in the room, whether consigned and not called for or unsigned, are taken in charge by the immigrant agent and sent to the respective steamers in charge of one of his assistants.

The immigrant agent will not accept tips from immigrants, whether offered voluntarily or otherwise. The agent's system of having all the tickets stamped for the men in his charge contrasts with the various transfer companies, which tell their men to get in line to have their tickets stamped.

They are often seen in line when the steamer's gangway is lowered, and the vessel leaves the dock. This railway also has a receipt system, whereby the interior agent receives a return card stating that the passenger was put on the steamer by the immigrant agent at the time named on the card.

Third, there are bookers, runners, and porters. Before the federal government assumed all immigration regulations, the Commission of Emigration licensed bookers and runners.

When the Commission left existence, these laws were re-enacted in the New York City Charter without a body designated to enforce them. Although the first two laws are still on the statute books, only seventy-nine runners are licensed by the police, while no bookers are licensed.

Furthermore, the law regarding runners applies only to those who solicit patronage and, therefore, has been held not to apply to those who receive consigned passengers only.

All hotel runners claim they receive only consigned passengers and evade this ground law. There is no penalty for violations other than forfeiting the $300 bond required. The section, however, may be amended by the Board of Aldermen.

There is no appropriation or force for detecting violations, so its effectiveness depends upon the complaints made. There are as many licensed as unlicensed runners, so making complaints is of little use. Only twenty-nine are licensed.

The legal situation is further complicated because porters are regulated by ordinance instead of statute and licensed by the city Bureau of Licenses— an entirely separate department.

Two hundred and seventy-eight are licensed. The Bureau has insufficient funds and investigators, and many porters do not bother to obtain licenses.

As the duties are much the same as those of runners, when a complaint is brought and a license revoked in either Bureau, the porter or runner, as the ease may be, applies at the other Bureau or does business without a license, as there is no means of identification in either Bureau.

When both Bureaus revoke a license, the runner changes his name and begins again or works for another runner. Most of the transactions of runners and porters with aliens are in a foreign language, on transit lines, in hotels, and on thoroughfares. The police cannot possibly detect the abuses.

No adequate protection can ever be given to the alien in New York City until;

The laws licensing porters and runners are repealed, and a stringent law is passed regulating the practices of both of these agents or

The licensing of both porters and runners is placed in one Bureau, the fee and bond increased, duties defined, and penalties imposed for law violations. This will only be effective if adequate appropriations and investigators are provided. The license fees would constitute the necessary funds if so appropriated.

The abuses due to runners taking transportation tickets the Bureau has endeavored to remedy by the passage of a bill prohibiting such runners from soliciting the passage ticket. (Note 5)

This law went into effect September 1st, and already, hotel men have protested that its enforcement interferes with the present system. This shows how deeply involved the hotel is in the transportation of aliens.

The Collector of the Port grants representatives of the emigrant hotels annual dock passes to meet steamers.

As another way of preventing abuses, after a conference with Commissioner William Williams and the Chief Investigator of the Bureau, Collector Loeb issued a new set of regulations governing such holders of passes. (Note 6)

As holding an annual pass is a valuable privilege to the hotel, the influence of these regulations has been wholesome.

Fourth, there is the hotel itself. Emigrant hotels, of which there are about twenty-five in New York City, have many unique characteristics. The obsolete law requiring them to be licensed has already been mentioned.

They deal primarily with east or westbound immigrants, usually of one nationality; employ runners who act as guides for passengers; have contracts with express companies or run an express wagon service of their own for the delivery of guests and baggage; receive consigned passengers by designation of buttons, cards or orders sent in from ticket agents; sell steamship and rail tickets on Commission, and some member of the firm is usually a duly authorized steamship agent; frequently let such privileges as the sale of jewelry, or putting up of train lunch boxes to persons who are given the freedom of the place; exchange money; act as "outfitters" to green aliens desiring to acquire an American appearance.

These hotels serve a beneficial purpose and should be retained and made to render the services they now charge for. After investigating these transactions, the Bureau was convinced that only supervision would remedy the existing abuses.

A conference of the hotel men was called, and those present frankly expressed the difficulties under which they compete. Many methods not hitherto understood were explained, and the Bureau caused the introduction. It secured the passage of a bill licensing immigrant lodging places, which went into effect September 1st.

There has been but one month to test this law, which has been chiefly taken up with the organization of the work. The law provides for the licensing and regulation of all immigrant lodging places throughout the State, such places being defined as "any place, boarding-house, lodging-house, inn or hotel where principally immigrants or emigrants while in transit., or aliens are received, lodged, boarded or harbored," and excludes places maintained or conducted by charitable, philanthropic or religious associations, as well as temporary sleeping quarters in labor or construction camps. (Note 7)

Each license applicant is required to file with the Bureau a verified statement containing detailed information regarding the applicant's business, such as location, capacity, rates, charges for particular services, names and addresses of employees and how they are compensated, other business connections, etc., together with satisfactory proof of the applicant's good moral character.

In addition, a bond with two or more sureties or of an approved surety company is required to be presented to the people of the State of New York.

"conditioned that the obligor shall obey all laws, rules, and regulations applicable to such immigrant lodging place prescribed by any lawful authority and that such obligor shall discharge all obligations and pay all damages, loss, and injuries which shall accrue to any person or persons dealing with such licensee, because of any contract or other obligations of such licensee or resulting from any fraud or deceit, or other wrongful act of said licensee or of his servants or agents in connection with the business so licensed."

Any person aggrieved can bring an action to enforce such a bond. On the approval of the application and the bond filed, the Commissioner of Labor is empowered to issue a license, which may be revoked by the Commissioner of Labor on notice to the licensee and for cause shown. Any person or corporate officer violating this section's provisions is guilty of a misdemeanor.

Drafting, translating, and printing the numerous forms and pamphlets necessary to properly explain and enforce the law's various provisions has taken considerable time.

The regulations finally adopted have been issued in four languages, and the Bureau prints the rate cards required to be posted in multiple languages, furnished free, and signed by the executive officer of the Bureau to ensure a uniform standard and make it possible for the alien to know the terms and conditions under which the hotel has agreed to lodge him (Note 8)

Under this law, no transfer houses have yet been licensed. Still, twenty applications are pending until specific recommended changes have been made. It is too early to anticipate the effect of this law in the short month of its enforcement. Still, emigrant hotel-keepers have shown every wish to understand and obey the law.

Fifth, expressmen's and cabmen's charges are matters of local regulation. This Bureau has made complaints wherever violations were found, and several licenses have been revoked.

Expressmen defy the license law with impunity, and scores of them are unlicensed in the city. Again, inadequate inspection and a lack of appropriations are at fault.

The city should investigate licenses and the proper enforcement of laws about them, as the city does not provide the present Bureau of Licenses with enforcement facilities.

Sixth, there are the general agents of the various lines. They are responsible for the character of the agents appointed and for the regulations governing them.

The present system, which requires that a ticket be stamped at the general office or on the docks before sailing, has caused many cases of abuse.

This is the excuse given by hotel runners for taking up the tickets upon the alien's arrival. The alien is rarely informed that he can have his ticket stamped on the dock and need not turn it over to the hotel.

Runners charge as high as $5 for this service when steamers are crowded. Investigators of this Bureau have seen long lines in front of the dock offices, waiting throughout the morning while runners went in and out of the rear door to have tickets stamped for a fee of $1 to $5. Those in the line in front were thus left behind, though they may have had their tickets weeks before.

Even with the efforts made by this Bureau along the various lines indicated, one thing has constantly been growing more apparent. There are at least seven parties to one transaction and only two of these, the steamship agent who sells the ticket and the steamship agent who stamps it, entitling the man to sail — are responsible.

Everyone else works for his interest and is responsible to someone other than the steamship line. Yet, the alien would only buy his combined rail and steamship ticket if it presented some advantages.

As the Bureau's incontrovertible evidence shows, the present system constitutes one of the most stupendous avenues for petty exploitation and misrepresentation in this country today. It spreads to every small hamlet where such agents operate.

The hardships resulting are almost beyond belief. Appended are a few of the many affidavits showing what happens to the alien stranded by such methods, for those who wish to read the human stories of suffering with which this Bureau has to deal daily, not only righting wrongs, securing justice but often directing aliens to such charitable persons as will enable them to proceed on their journey after they have parted with their last funds. (Note 9)

Believing that the only remedy for these abuses lies in the installation of a sound transportation system for this city, which shall include both persons and baggage, the Bureau has held a series of four conferences, one with the hotel men, one with rail line representatives, one with the steamship line representatives, and a joint meeting with the last two named, to consider the installation of such a system.

The matters presented at these conferences were familiar to those assembled. Each representative was familiar with the evils, and many had tried to stop the abuses.

They have succeeded at different points, just as the Bureau has at others. Still, the time has come when only combined efforts can eliminate the widespread graft and abuses.

The plan proposed at these conferences by the Bureau is briefly explained as follows:

That the City of New York shall start a transit company for:

Delivering eastbound passengers and their baggage at the docks or hotels.

They are delivering westbound through second cabin passengers to the stations or hotels.

They deliver steerage passengers from Ellis Island destined for New York City and adjacent points to their destinations.

As conditions for the success of such a venture, there must be agreements relative to eastbound business:

Steamship agents shall not be permitted to sell hotel accommodations, baggage transfer, or guide service to any intending passenger, but they may direct him or give him the name of a hotel;

Railway carriers shall install a system by which the intending passenger holding a steamship ticket shall have his baggage checked directly to the dock and sell a coupon with the rail ticket entitling the passenger to such transfer to a hotel or pier. If the hotel is known, the name shall be placed on the back of the coupon ticket. If the alien is delivered to a hotel, he shall be receipted for, and a note made of his ticket number and sailing, and the steamship agent selling him the ticket notified;

Emigrant agents in charge of distribution at each terminal shall be employed by and subject to the supervision of the transit company, which shall adopt uniform regulations. All runners shall be prohibited in every station, and sufficient protection will be given outside the stations. Passengers arriving on the morning of sailing shall, whenever possible, be delivered directly to the dock;

The method of stamping steamship tickets shall be so changed as to enable the passenger at all times to retain his steamship ticket;

Instructions regarding this service shall be printed in various languages and distributed to passengers by rail and steamship lines.

For the westbound second cabin business, the proposed transfer company shall utilize the same system for second cabin passengers, delivering them to the hotels or rail terminals and checking their baggage.

Emigration agents, under the control of the transit company, shall perform the same services as at the rail terminals. Selling orders on the other side and on board the steamer is feasible.

In that case, it is possible to check their baggage and provide guide service instead of leaving the passenger to the mercy of the runners, porters, expressmen, and cabmen.

For steerage passengers bound for New York City, the experiment made by the North American Civic League for Immigrants during the past year is called to the attention of the companies.

For a small charge, this organization tickets on Ellis Island for any person desiring to be delivered. If a friend meets him, or the service is not rendered for any reason, the fee is returned, or a visit is made to the address to ascertain if all is well with the alien.

This is a service that a transfer company can render much better. The service should be offered abroad or on board a ship and not in the rush of release from Ellis Island. The North American Civic League for Immigrants has demonstrated a need for such a service.

As a result of the conferences held, a joint committee consisting of five steamship representatives and five railway representatives is at work on this proposed scheme.

Notes

• Note 1: See Chart IV on Transportation.
• Note 2: Report of North American Civic League for immigrants, 1911.
• Note 3: Appendix II for the text of laws.
• Note 4: For the banking operations of such agents, see page 82
• Note 5: Appendix III for the text of the law.
• Note 6: Appendix IV for the text of regulations.
• Note 7: Appendix V for the text of the law.
• Note 8: Appendix VI for rules and regulations.
• Note 9: Appendix VII for statements of aliens.

New York Spate. Department of Labor, First Annual Report of the Bureau of Industries and Immigration, for the Twelve Months Ended September 30, 1911. Transmitted to the Legislature March 6, 1912, as Part of the Eleventh Report of the Department of Labor.

Key Highlights and Engaging Content

The most engaging content in this article is the detailed description of the abuses that immigrants faced during their transit through New York. The image titled "Newly Arrived Immigrants at Ellis Island Awaiting Examination" captures the anxious anticipation of new arrivals and sets the tone for the article’s exploration of immigrant exploitation.

The photo provides a poignant look into the lives of those waiting for examination, reinforcing the human element behind the legal and logistical processes discussed in the text.

The investigation into the runners—individuals who took advantage of vulnerable immigrants by misdirecting them to hotels where they were charged exorbitantly for minimal service—is a critical part of the narrative.

The article uncovers how a combination of unlicensed agents, poorly regulated systems, and the isolation of immigrants created fertile ground for exploitation.

The description of the "unsigned" immigrants who were preyed upon by multiple parties is striking, particularly the practice of keeping their luggage and steamship tickets, preventing them from being able to complete their travel plans.

The systematic corruption in the handling of baggage transfer is also compelling. Immigrants who arrived in New York, eager to begin their new lives, often found themselves subjected to illegal baggage charges and delays.

The exploitation is laid bare with vivid descriptions of how the transfer agents would extort money from these individuals, further complicating their journey.

📸 Noteworthy Images

The image of "Newly Arrived Immigrants at Ellis Island Awaiting Examination" is a powerful visual anchor for this article. The image portrays the weary faces of immigrants as they wait in anticipation of their examination, offering a glimpse into the emotional and physical toll of their journey.

This visual, paired with the article’s descriptions, provides a strong emotional connection to the immigrants’ experiences, making the systemic exploitation discussed in the text all the more impactful.

Educational and Historical Insights

This article offers significant educational value in its comprehensive analysis of immigrant protection during the early 1900s. The proposed remedies discussed—such as the creation of a transit company to manage the movement of immigrants and baggage—demonstrate the complexity of solutions needed to protect immigrants.

For students of immigration history, this offers a critical understanding of the bureaucratic and legal challenges immigrants faced when navigating the transport systems in New York City.

The article also serves as an important historical insight into the intersection of immigrant policy and the exploitation that arose due to the lack of regulation.

The fact that so many individuals took advantage of immigrants’ naivety and desperation offers an opportunity for discussion on the limitations of immigrant protections during that time and the evolving role of government and civic organizations in providing aid.

Final Thoughts

The article The Protection of Immigrants at Ellis Island and Port of New York presents an in-depth and sobering look at the struggles immigrants faced while arriving in the United States. From bureaucratic mismanagement to exploitation by opportunistic individuals, the article offers a nuanced perspective on the challenges that were endemic to the immigration process in New York during the early 20th century. This makes the article a valuable resource for those studying immigration, labor, and social justice in the U.S.

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