The Port of Brunswick: a report to the Agricultural and Industrial Development Board of Georgia [Aug. 1945]

THE PORT OF BRUNSWICK
A REPORT TO THE AGRICULTURAL AND INDUSTRIAL DEVELOPMENT
BOARD OF GEORGIA
FREDERIC R. HARRIS, INC.
Consulting "Engineers
New York August 14, 1945.
Copyright 1945 Frederic R. Harris, Inc.

NEW .JE~SEY OF'F"ICE '433 NORTH BROAD STREET
ELIZABETH

FREDERIC R.IIARRIS, INC.
CONSULTING ENGINEERS ta7 WILLIAM STREET NEW YORK S,N.Y.

TEL.EPHON E HANOVER 2-0880 CABLE AOORESS-HAFlKOB

August 14, 1945

Agricultural and Industrial Development Board of Georgie. Judge Blanton Fortson, Chairman Athene, Georgia
Gentlement
We take pleasure in hamiing you herewith our repol"'t on
the Port or_ Brunswick. It bas been e. pleasure to work with the members or
your Board. Very truly yours,

Fmblm

F. R. Harris, President

II

AGRICULTURAL AND INDUSTRIAL DEVELOPMENT BOARD OF GEORGIA
Blanton Fortson, Chairman L. Vaughan Howard, Executive Director

Agriculture Panel
Cason J. Callaway, Chairman Tom Linder J. L. Pilcher

Education Panel
M. D. Collins, Chairman Mrs. Frank C. David Wilson Williams

Goverment Panel
Ivan Allen, Chairman Walter R. McDonald Charles B. Gramling

Health Panel
T. F. Abercrombie, Chairman M. King Tucker Blanton Fortson

Industry Panel
Wiley L. Moore, Chairman Charles L. Bowden Edward Stevens

Public Works Panel
Ryburn G. Clay, Chairman Henry T. Mcintosh Alfred W. Jones

Trade, Commerce and Business Panel
W. N. Banks, Chairman Robert W. Groves William H. McNaughton

Ill

ACKNOWLEDGMENTS

It would be difficult to make individual acknowledgment to all those who have cooperated and assisted in the development of the subject of this report, as the information has been obtained from many sources. However, particular acknowledgment should be made to Mr. George T. Papageorge, Director of the Public Works Panel, Mr. H. J. Friedman, Consultant, Mr. Robert W. Groves, Chairman of the Savannah Port Authority, and to Mr. Charles J. Musante, Secretary of the Savannah Port Authority; all of whom have given valuable advice and suggestions.
In the preparation of this report reference has been made to the information contained in the volumes of the Port Series published formerly by the United States Engineers and now published by them in conjunction with the United States

Maritime Commission. We have also referred freely to the records of the Interstate Commerce Commission.
We have also referred to trade publications, and, in particular, to the Freight Traffic Red Book, an epitome of freight traffic matters.
A part of Section V was written by Wallace Clark and Company who were retained by us for this purpose. Colonel Elliott J. Dent, C.E. USA (Retired) was consulted in the matter of the proposed port facilities.
It is regretted that acknowledgment cannot be made individually to the many railroad and steamship officials and traffic specialists who gave us helpful advice on the intricate matter of freight rates.

IV

FOREWORD

Where it is possible to develop a port, no seacoast community should forego the attempt. This not only applies to a community such as a town or city but to a larger unit as well, such as a state. Consider the trade area of an inland city. This is usually indicated by striking circles with the city as a center at various radii such as 100 miles, 200 miles, etc. The result will be circular areas within which a population, purchasing, consuming, selling and producing, is located. Now if we consider a coastal city we will find that the circles roughly contain half the area, that is, onehalf the area included within the circles is ocean.
However, the coastal city is not at a disadvantage if it can develop an ocean commerce. The ocean provides a highway to all parts of the world bordering on it, and the trading area of the coastal city is thus extended because the cost of 'carriage by water is so little as compared to other means of transportation. This is a natural adVa.ntage, but the very presence of this trade available to a coastal city in effect increases its trading area in the interior of the continent, .because, in order to take advantage of faraway markets, special inland carrier rates are granted which are lower than the transportation for the . same distances within the interior of the continent.
These are the potential advantages of a coastal city, but they are not special advantages except to a limited extent. They are advantages which generally are the same as those which other coastal cities possess. Therefore, trade must be obtained in competition. Services which are at least equivalent to the services that others give must be given to users of the port and at equival-

ent costs. Furthermore, what is available must be made known to prospective users of the port. To this degree, the development of a port is akin to that of a business enterprise. The service (which is the product offered) must be good but the public must be made aware that this service can be given. Development in competition therefore depends principally on the sales effort implemented with facilities and means to back up the sales argument, and, the sales effort must be unremitting. The history of principal ports proves this.
A community which is a successful seaport enjoys many advantages. Not only does it offer its members a convenient means of shipping their goods to far markets, but it takes toll of goods which are merely en route from origin to destination. It presents a desirable condition for the establishment of many types of industry and trade. It is entitled to many public benefits and is regarded as a national gateway. Once it becomes established with a rising trend in its commerce, and provided there is a continuous and. organized effort to further its development, the process of the attraction of commerce, industry, and trade tends to become cumulative.
Hence, it is obvious that the asset of a tidewater location should not be wasted. Not only the community but the surrounding area as well should exert every effort to ensure the maximum development of this asset.
In the following report the possible develop.. ment of the Port of Brunswick is discussed. Here nature has provided an opportunity that man should take advantage of.

v

CONTENTS
Page THE PORT OF BRUNSWICK-SUMMARY____________ ----------------------------------------------------------________________________ 1
SECTION 1. LOCATION AND COMMUNICATIONS____________________________________________________________________________ 5 Orientation and Geography______________________________________________ -------~- _____________ -------------------------~------- _____ 5 Brunswick Harbor_______-------------------------------___________________________ ------------------------------------------------__ ._____ 7 Railroad Service_______________________________________________________________________________________ _____________________________________ 8 Highways__________________-----------------------------------__________________________________________________________________________ ____ ____ 10 Inland Waterways_________________________ ----------------________________________________ ________------------------------------------- _____ 11
SECTION II. COMMERCE THROUGH THE PORT ------------------------------------------------------------------------------ 14 Commerce of Georgia District__________________ ------------------------------------------------------------------------------___ 14 Commerce of Brunswick ___________ _._____________________________------------------------------------------------------------_____ 23
SECTI0 N III. FREIGHT RATES___________________________ -------------------------------------------------_________________________________ 26 Local Freight Rates_________________________________-------------------------------------------------------------------------------- 26
Export and Import Rates to the Interior---------------------------------------------------------------------------------- 30 Ocean R'ates____________________________________________ --------------------------------------------------------------------_____________ 39 Coastwise Freight Rates________________________________-----------------------_________________---------------------------- 42 Intercoastal Rates_______________________________________ ------------------------------------------------------------------------~ 46
SECTION IV. THE PROPOSED TERMINAL___________________________________________________________________________ 47 Existing Facilities_____________________________________------------------------------------------------------------___ 47 Proposed Facilities______________________._______________ ----- --------------------------------------------- _____ 47 Temporary Use of Jones Shipyard____________ ------------------------------------------------------------------------------- 50 Terminal Sites------------------------------------------------------------------------------------------------------------c-------__ 51 Estimated Cost of Construction____________________________________________________________________________ __ 52 Estimate of Future Traffic_____________________ ------------------------------------------------------------- _______ 53 Terminal Operating Costs__________ ---------------------------------------------------------------------------------- 54 Revenue and Results of Operation____________ -------------------------~------------------------------------------------------ 56 Benefits from the Port_______________ ---------------------------~-----------------------~--------------------------------------- 58
SECTION V. LOCAL INDUSTRIAL DEVELOPMENT------------------------------------------------"------------------ 60 Opportunities for Industrial Expansion____ ----------------------------------------------------------c-------- _ _ 60 The Effect of Industrial Development Up on Port Traffic____________________________________________________ ___ 61 Industrial Survey of Brunswick_______________ --------------------------------------------------------------------------- 62 Jones Shipbuilding Plant_______________----------- ---------------------------------------------------------------- _____________ _____ 62 Forest Products Industry______________________ ____ -----------------------------------------------------------------------~---- ___ 62 City and County Planning----------------------------------------------------------------------~---------------------------- ____ 63
SECTION VI. OPPORTUNITIES FOR TRADE WITH LATIN AMERICA_________________________________ 65
SECTION VII. MANAGEMENT AND SOLICIT ATIOR--c---------------------------------------------------------------- 66
APPENDIX A. INDUSTRIAL SURVEY OF BRUNSWICK-EXTRACTS FROM REPORT OF WALLACE CLARKE & COMPANY________________________________________________________ . 68
APPENDIX B. FREIGHT RATE FACTORS---------------------------------------------------------------------------------------.. ... 87
APPENDIX C. INTERSTATE COMMERCE COMMISSION CLASS RATE DECISION 0 F MAY 15, 1945--------------------------------------------------------------------------------------------------------------- ______ 93
APPENDIX D. GEORGlA'S DEFICIENCY INDUSTRIES__________________________________________________________ _____ 95
APPENDIX E. LEGISLATIVE ACTS CREATING PORT AUTHORITIES---------------------------- 112 PLATES__________________________________________________________________________________________________. _____ . . _______ ___following page 123
VI

TABLES

Table

Title

1 Rail and Water Distances_________________---------------------------------------------------------------------------------------------- __

Page 6

2 Value of Exports and Imports, Georgia and Competitive Custom Districts by Counties_________ _________ 15

3 Summary of Export and Import Valuations, Georgia and Competitive Custom Districts, 1939-194 !_____________________.______________ ----------------------- -------------------------------- ------------ 18

4 Export and Import Cargo Tonnage, by Commodities and by Coastal Districts in 1938________________ 19

5 Export and Import Cargo Tonnage, by Commodities and by Coastal Districts in 1940________________ 21

6 Summary of Waterborne Commerce through Brunswick 1929-1939.------------------------------------------ 24 7 Commodity Rates Related to Class Rates__________________________________________________________________________________ 27 8 Local Commodity Rates for Export and Import______________________________ ____________________________ 30

9 Import and Export Rates of 193L------ ---------------------------------------------'------------------ - 33 10 Import and Export Rates of 1940.------------------------- - - - -- -- - - ------- ----------------- 36 11 Import and Export Rates from and to Western Trunk Line Territory___________________________________________ 38

12 Coastwise Rates -------------------------------------------_--------------------------------- -------------------------------- --- ---- 40

13 Coastwise Rates (continued) -------------------------------

--- -- - - 41

14 Survey of Wharf Facilities_____________________ _______________________________________________________________________________________.____ 48

15 Survey of Storage Warehouses_____ ______________________________________________________________________________________________ 49

16 Bond Service Schedule_______________________________----------------------------------- ----------------------------------------------------- 54 17 Estimated Results of Operation__________c-- ------------------------------------------------------------------~------------------ _______ 57 18 Employment and Volume of Business---------------------------------------------------------------------------- -------------------- 70 19 Buying and Investing Power__________:_____________________________________________________________________________ 71

20 Potential Development of the Paints, Varnishes and Lacquers Industry in Georgia__________________ __ 78 21 Potential Growth of Some of the Industries Recommended for Burnswick___________________.,.._______ __ __ 79

VII

PLATES

Plate 1 2 3 4 5, 5A, 5B 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19A 20 21

(Following Page 123 in the following order)
Atlantic Area Trade Routes General Agricultural and Commercial Areas Brunswick Harbor Railroads Serving Brunswick Trunk Lines Serving North Atlantic Ports Connecting Highways Intracoastal and Inland Waterways vVaterborne Commerce-Tonnage Breakdown Waterborne Commerce-Total Tonnage Average Annual Commerce of Brunswick Tributary Areas Tributary and Competitive Areas of Port Groups Coastwise Rate Key Areas Water Front Property Port Facilities Proposed Terminal Proposed Terminal-Perspective View Property Ownership at Site No. 3 Proposed Industrial Site Layout Tonnage Through the Port of Brunswick Freight Classification and Rate Territories

VIII

THE PORT OF BRUNSWICK- SUMMARY

This report covers a wide. field. For ready reference, there is presented herewith a summary illustrating the salient features. This is followed by a detailed description which is divided into seven sections. These sections are:
I. Location and Communications II. Commerce Through the Port III. Freight Rates IV. The Proposed Terminal V. Local Industrial Development VI. Opportunities for Trade with Latin
America VII. Management and Solicitation
Section I. Location and Communications
Brunswick is well located geographically. Interior and ocean distances compare favorably with those of competing ports. It is approximately ~quidistant with New York and New Orleans from the Middle West, is nearer Europe and North Africa than the Gulf ports and is equidistant from the east coast of South America with the North Atlantic ports. It is near to the ocean, has a sheltered harbor, and has ample and convenient space for docks and industries. It is about 300 miles from Atlanta, the financial and commercial center of the Southeast, and advantage can be taken of this proximity.
The City and the Port have good transport connections. It is served by three railways which connect with the railroad systems of the country. One of these railroads, . the Southern Railway System, offers substantial trunk line connection to one of the richest agricultural and industrial sections of the Midwest. Aggressive development of this connection should produce in excess of 100,000 tons a year of export and import traffic through the Port of Brunswick. As to highways, the City is well connected, three main highways passing through or terminating at Brunswick. In the general area these highways have easy grades which are advantageous as compared to the .rolling grades of interior routes. The Port is well located on the intracoastal waterway which serves as an economical means of transport principally for bulk commodities and is adjacent to the mouth of the Altamaha River. If navigation on this river were to be developed, Brunswick Would be the terminal point of a waterway travers-

ing a river basin containing 1,200,000 people, an important source of traffic for the Port. It appears physically possible to extend navigation on this river to the Atlanta area.
Section II. Commerce Through the Port
The Georgia ports are not getting their share of the export-import traffic. They only handled between 5 and 6% of the total exports and imports which were shipped through the South Atlantic, Florida, and Gulf ports during 1939, 1940 and 1941. Compared to this are the figures of 15 to 25 % passing through the Virginia ports and nearly 50% passing through the New Orleans district alone. Of the exports passing through the Georgia district, the greatest dollar value was destined to Asia. Export commerce with other continentswas in the following desc~nding order: Europe, North America, South America, Oceania and Africa.
A principal factor in the decline of the exportimport traffic through Brmiswick was the decline of cotton as an export commodity, which was due to a combination of local and world-wide factors. Furthermore, the decline appears due to the depression of 1929 and '1930 during which time the connecting railroads gave up their terminals. After the depression, traffic did not return to Brunswick but remained in the channels to which it had been redirected, apparently principally to Jacksonville and Savannah.
Section III. Freight Rates
The freight rate situation in regard to the Port is not unfavorable and does not offer a reason for the decline of commerce. Local freight ~rates are reasonable both as to cost and distance as compared to those of competing ports. Advantage has apparently not been taken of the railroad ex-. port and import rates which exist between the Port and the Middle West, particularly the western part of Central Fr.eight Association Territory. Brunswick, as one of the South Atlantic ports, has export-import rates from this area which are less than Boston, New York and Philadelphia; equal to Baltimore and Norfolk; and equal to the Gulf ports except in connection with trade to certain continents. Ocean rates are on a parity with those of competing ports. There is practically no coastwise or intercoastal traffic. Coastwise

l

rates through the Port place it generally on .a parity with Savannah, half of whose commerce is coastwise. Intercoastal rates from Brunswick to the Pacific Coast ports are the same as those from other competing ports, and the growth of this traffic at other locations has not developed at Brunswick.
Section IV. The Proposed Terminal
Due to the decline of commerce through the Port which has resulted in the obsolescence of its terminal facilities, there are now no adequate facilities for berthing ships or handling cargo at the Port. If Brunswick is to be operated as a port, it is essential that modern terminal facilities be provided. A minimum requirement is one berth for ocean-going vessels and one berth for coastwise vessels, with provision for expansion when it becomes necessary. There is at present a slip at the Jones Shipyard which was formerly part of a railroad terminal which might possibly be used As a terminal for shallow draft ships during construction of the proposed terminal. Owing to the type of construction of this slip, however, it cannot be dredged to a depth much greater than 20 feet without extensive reconstruction.
At Brunswick there is ample room for the location of a terminal. It is considered desirable to have the site of the terminal convenient to the city and also to have in connection with it as large an area as possible for industrial development, because such development is an important adjunct to a port. Three sites have been considered. The most favorable site appears to be a tract of about 4500 acres located east of the city between the Jones Shipyard and Brunswick Point, a large part of which is already owned by the City and the County.
A terminal with provisions for an ocean-going . berth, a coastwise berth, transit sheds, warehouses, and highway and track facilities at this site is estimated to cost $4,200,000.
The basis of determining the financial outlook of such a terminal is the estimated traffic that will pass through the Port. Estimates of this traffic are necessarily largely speculative. The determining factors are rates, speed and frequency of carrier service, inter-railroad relationships, zeal of soliciting forces (particularly in the interior), pre-judices on the part of shippers, and other similar factors common to a commercial enterprise. With proper organization and solicita-

tion, which is emphasized, it is possible to obtain an annual tonnage through the terminal which could be built up to approximately 400,000 ton8 in 40 years. In this connection, it should be noted that petroleum is not included, and all tonnage figures of ports should be compared deducting petro1eum which is a commodity subject to special controlling conditions.
Practically no ports are self-liquidating, and it is not to be expected that the terminal at Brunswick will be. It is estilnated that the average annual expense of operating the terminal will be approximately $615,000 and that the average ' annual deficit will be approximately $200,000. If a grant of 50% were received from some publi~ source, the deficit would be reduced by about one-half. The deficit would amount to about 5% of the invested capital.
This is a favorable showing, as a survey of the principal public and privately owned terminals in the United States and Canada indicates an annual deficit averaging 51f2%. A terminal or a port produces benefits that are principally indirect. These indirect advantages are trade opportunities not only for the immediate locality but also for the whole surrounding area. General industrial development is facilitated and exploitation of potential industrial possibilities is made more practicable. It is believed that a terminal should be considered from the standpoint of a public work such as a highway, an educational institution, or even a department of government.
Section V. Local Industrial Development
Among the indirect benefits, the construction of a state terminal at Brunswick should accelerate the development of new industries in the vicinity. Following the development of a state terminal at Mobile, ten large industries located in the vicinity of the terminal. Similar opportunities are present at Brunswick. Both State and local industries will make important contributions to the
traffic which would be handled by a terminal at
Brunswick. There are opportunities for increasing industry in local areas as is shown by an industrial analysis for the State of Georgia. It is indicated that in 1940, for example, the ' value of products manufactured in the State could have been increased by $750,000,000, or nearly 100%, and this increase would have provided merely the difference between production and consumption of articles which could have been manufactured within the State. Such development would mean in-

2

evitably an increment for export and an increased consumption of imported articles.
At the present time there are many prosperous industries which may be expanded. There are existing attractions for new industry as well. The buying and investing power in the City has increased 700% since 1941. Tax exemption privileges are granted for a period of five years. There is an abundance of skilled and semi-skilled workers, a large force of common labor, ample electric power, adequate housing, and enlarged educational, recreational and health facilities essential for industrial development. The present plans for bettering standards of living in Brunswick are sound in that it is essential for an industrial community to offer standards of living as good as found elsewhere. It is noted than an industrial water supply should be planned as this is an important requirement of industry.
The State markets for selected new industries which could be located in the City and County could be in excess of $200,000,000 annually. A variety of industries is indicated, ranging from an abattoir supplying local markets, to a wire products plant whose product distribution would be world-wide. The Jones Shipyard offers a possibility as a plant continuing shipbuilding or as a depot for lay-up of government-owned ships after the war.
It appears essential that in connection with olans for the terminal and port development a general plan be set up which would include such things as a future development of City and County public works, community facilities, local railroad and highway layout and zoning.
Seetion VI. Opportunities for Trade with Latin America
That the European market-is one which no Atlantic port should neglect is pointed out. However, due to the increased interest of merchants in the Latin American market and the advantageous location of Brunswick for traffic in connection with that continent, the Port should not overlook this source of traffic. Among Latin American countries particular attention should be paid to Cuba because of the supplementary nature of its trade with the United States, to Chile because of the market it offers for many products produced locally and its position as a producer of nitrates demanded by Georgia agriculture, and to Brazil because of the large potential market it offers to the American merchant and manufacturer.

Section VII: Management and Solicitation
In order for Brunswick to regain its lost position and extend it, two things are necessary: proper terminal facilities and an aggressive organization and solicitation. It goes without saying that a port cannot operate without the necessary facilities, that is, an adequate terminal. However, it cannot successfully operate without a directing organization which has the interest as well as the means of developing the port. A port is a service-selling institution. It should be set up as a 'business enterprise. There must be a competent and agressive manager to direct the overall business of the port. Under him should be departments of sales, operations, traffic, and maintenance and construction. This is a functional separation of departments and more than one function may be exercised by an individual.
For Brunswick, an aggressive, business-like, sales-minded manager is indicated who would combine. the functions of general manager and sales manager. He should be assisted by an operations manager who would employ from time to time, as required, necessary assistance to take care of maintenance and construction. The manager should have an assistant who devotes a good. part of his attention to traffic, that is, the study of . freight rates and the opportunity for having them changed or revised to the advantage of the Port. The general manager should be provided with at least two field solicitors whose business is to sell the Port and persuade shippers to use it. In addition, the general manager should look after industrial development and the attraction of industry to the Port locality, particularly on "its property. The general manager should have the advice of a competent general counsel not only to represent the affairs of the Port in such legal action as becomes necessary, but also to see that its case is properly presented to government authorities and to facilitate the procurement of proper legislation.
All of the Port personnel should realize that the business of a Port is not confined to a local area but is world-wide.
A program of action is suggested:-
1. Engage engineers to make
(a) Plans for the terminal and port.
(b) Studies for an industrial water supply.
(c) Plans for zoning, sewers and other necessary municipal improvements.

3

2. Arrange for the procurement of funds amounting to five million dollars total over a period of two years to provide for construction and working capital.
3. Continue or initiate efforts for the construction of
(a) The industrial canal through the terminal side.
(b) The ~mprovement of navigation on the Altamaha River.
4. Have Authority personnel for a period of six months familiarize itself with the business of port development and operation by visits to adjacent ports, consultation with railroad and steamship operators, and review of the histories of port development.
5. Procure a competent manager in sufficient time so that he may familiarize himself with

the port conditions and arrange for suitable staff.
6. Proceed to construct the terminal and its facilities.
7. Have the manager
(a) Lay out a program of solicit_ation.
(b) Make a suitable estimate of thE:) possible volume of traffic that may be expected, backed up by correspondence with shiPpers.
(c) Arrange for full cooperation of connecting railroads.
(d) Persuade as many steamship lines as possible, both ocean and coastwise, to run ships on regular schedule.
(e) Draw up terms as to rent, .taxes, tax exemptions and services for presentation to industries.

4

SECTION I. LOCATION AND COMMUNICATIONS

Orientation and Geography
Brunswick is well located geographically. Interior ai).d ocean distances compare favorably with those of competing ports. It is approximately ~uidistant with New York and New Orleans from the Middle West, is nearer Europe and North .Africa than the Gulf ports and equidistant from the east coast of South America with the North
Atlantic ports.
The .State of Georgia has a frontage of approximately 120 miles on the .Atlantic Ocean. Along this stretch of coast are located several
pOrts that offer 'opportunities for the entrance
of ocean-going vessels. One of these ports is Btull.swick. The City of Brunswick is located on the coast about 70 miles south of Savannah. NormJ;llly, its population is approximately 15,000*, but due to the influx coincident with activities ~ring on the war, its population has been increased to nearly 60,000. It is estimated that the normal post-war population will be about 25,000.
.In considering the location of Brunswick with "ference to South America, Europe and Africa,
it is only by use of a globe that the true relation-
ships of location and distance are clear. As a
next best substitute for this, we have included
Plate l, an orthographic projection :m:ap of the
A~ntie Ocean and surrounding continents. From tla,is m:ap it will be seen that the North Atlantic ~ .~re nearer to Europe than are the South .:A~l&ntic orGulf ports. The North and South At~tic ports are approximately equidistant from :$outh Africa and nearer to it than are the Gulf ~rts. The North and South Atlantic ports are ~~1~ equidistant from the east coast of South ~~ca and_nearer to it than are the Gulf ports, ~pe Sao Roque being the determining point. The ~uth Atlantic and Gulf ports are nearer than are ~ l'\iorth Atlantic ports to the west coast of
Soiltb America and to the west coast of North
America, Panama being the determining point. The,South Atlantic ports are nearer Europe and . No.nh Africa than are the Gulf ports. In so far ~-the Far East is concerned, as will be seen from
t.- ~ercator projection map of Plate 2, Bruns-
wlek 1s nearer to it than are the North Atlantic ports and is about the same distance from it as
!N() U.S. Census

are the Gulf ports. Differences between South Atlantic and Gulf ports are too small to be significant in such long distances.

Brunswick, located with respect to the rest of the United States, is shown on Plate 3. Comment on economic areas only is necessary. By reference to thi.s plate, it will be seen that the northwestern half of the State of Georgia lies in the southeastern manufacturing area and that the remainder of the State is generally agricultural. It should also be noted that Brunswick is not too remote from the southern end of the Appalachian coal area. North of the Ohio River and east of the Mississippi River is the northern manufacturing area in which are located the States of Illinois and Indiana and which is an important wealth-producing area. Farther west and north is the wheat-producing country.

Within the aforementioned northern manufac-

.tur.in~ area and embracing a considerable portion

of It, IS an area which is known as Central Freight

Association Territory. From the standpoint Of

~ommerce it is one of the most important areas

m the United States. It is located in a rich in-

dustrial and agricultural district and is the source

of a large quantity of exported commodities, both

raw and :manufa.ctured, and is an area of high

co.ns?mptwn of Imports. It is largely this area

.w1thm the United States which furnishes much

of the traffic of the great ports of New York

Philadelphia and Baltimore.

'

Brunswick, New York and New Orleans are approximately equidistant from the most western third of this territory.

, Referei).ce to the maps of Plate 3 and Plate 21 iiJ. Appendix B will indicate the geographical re. lationship of rail-rate areas to economic areas.

To have in mind the areas immediately adjacent to Brunswick, reference should be made to the small maps of Plate 12, which indicate tributary ~reas. One of the small ~aps indicates equidistant hnes between various ports adjacent to Brunswick. These maps will be discussed in detail later in connection with freight rates. .
Table 1 shows the distances between principal interior shipping points and Atlantic 'and Gulf ports, and between these ports, on the one hand, and principal ports of the world on the other.

5

lUlL DISTAIICl:S FROM IMPORTAIIT .SHIPl'ING CEIITZRS, IN STA'IUTI MILlS

TO

Sava.nr,ah

Montreal .............
Beeton ..... liew York ............. :S11ffalo .............. Detroit .............. St. Lo11ie ............ Chicago .............. Cleveland. ............ Cincinnati ...........
Scranton ..... ' .... l!arrhburg ........... Pi ttoburgh ....... :. .. Baltimore .. . ...... ... B\1'1'\lnglwn ..... . .....
New Orlean a .. . .......
Seattle ........ .... .". San Franchco , .... Lou1av111o ...... ... .. Xan~as Ci t1 ......... Cairo ................ IUnnoapolio , , , .. Toledo ...............

1,2~2
1,077
1,08~
1,003 905
1,027 1,005
743 877 742 920 658 4116
656 3.233 },102
119 1,~~
1,4a5 9 ::

BTWlov1c.Jt Charloa- Mobile ton

1,302 1,147
928 1,124 1,012
925 1,062 1,055
7~3 9 7 812 988 728 466 612 3,230
3.094 769
1,201 824
1,476
998

1,123 968 7~6 9 5 990 920
1,015
992 130 768 633 811
~
1!02 3.248 },117
707 1,198
809 1,423
932

1,6os 1,1162
1,230
1,2~
1,0
657 929 1,046
7S4 1,262 1,127
1,095 1,043
276
139 2,985 2,585
670 868
502 1,245
986

Jaclcao~~

Nov

.... FRC*
Galvea- Norfolk Balti- Philadel-

Yille Orleana ton

more

phla

Iork

1, J~2 1,216
984 1.193 1,019
975 1,097 1,104
841 1,016
881 1,057
191
a46gg5
}, 86 3.014
817 1,?.20
854 1,517 1,052

1,66o 1.577 1.345 1,281 1,096
718 930 1,098 836 1,377 1,204 1,147 1,158 355
2,~8
2, 6 737 868 566
1,}06 1,038

1,916
1,996 1,764 1,533 1,352
864 1,148 1,4oo
1,157
1.796 1,661 1,476
1.577 774 419
2,827 2,11} 1,169
829 709 1,313 1,295

734
579 347 580 837 1,005
952 638 667 4o3 268
503 184 764 1,090 3,150 3,223 731 1,283
999 1,389
119

574
419 187 396 617 932 797 446
593 219 84
..3..14. 803 1,158 2,995 3.068
702 1,210
94o 1,205
559

~a
92 416 668
961 817 487 66o 164 104
3119 95
898 1,25} },015 },088
774 1,239
991 1,225
6o9

387 232
''396 648 1,053
909 579 751 134
~~
187
1.~~
},107 3,180
865 1,3}1 1,089 1,317
701

Joe ton
...).3.0 232 49S 750 1,217 1,033
681 943 a6268 613 419 1,222 1,577 3.231 3.304
.......... .....

IIATD DISTANC.ilS TO IMI'ORTAIIT l'OR.iliGli PORTS IN NAIJTICAL HILlS 1

rore1p Porto

Savannah ~runowic~ Clw'leaton

Mobile

Jackeoa.-:
:...n1e

!lew , Gftlna-

Orl1an1

ton

Houaton

llorfo11t

Balti-
more

Phllaiel New phla York

Bo1ton Montreal

Amoterc!.am ............. 3.978

Aotwerp ............... Bor:leawc ............. ..

3.901 3.71!5

lSrnen ............... 4,149

Buenos Aires ........ 5.854

Calc:u.tta ~ . 10,298

Copenhiigen ............ 4,4119

.::rtstobal .... ,. ...... 1.:'63

~uracao .............. 1,4118

Genoa . 4,542

Glasgow ...... 3.~65

Hamburg ............... 4,169

llabana ................ 606

!!on~; ICong ............., 11,280

Le Havre ... 3.713

L1Tarpcol ........... },630

London .... ....... ..... 3,862

Manila ......... .. ..... 11,129

MaracAibo .. 1,466

Marseille ............ . 4,J77

llc,.tovideo ............ ~. 74o

Montreal ........... 2,027

Csald ................. Rio de Janeiro ........ Rotterdam .............
Santo .........

9.575 4,753
~,908
,94o

Shanghai .............. 10,231!

Singapore ............. 10,636

Stockholm ............. 4,75g

Sydney ................ 9.4oo

Tampico ...............
Ys.!lcouver, B. c. ......

1,4}9 5,63S

Yokoh3ma ., ............ 9.387

33.9ru
,.809 ,188
,,848 10,~4o 4, 88 1,4o 1,,22
4,58~ >,6o 4,458
567 11,017
3.776 3.698 3.901 11,018 1,411} 4,418
5.728 2,113
~.15~
~,947 .945
10,l76 10,675 4,76o
9.316 1,4oo 5,620
9.319

3.858 3.834
,.684 ,076
5,822 10,228
4,131! 1,~64 1, 49 4,472 ~,492
~~
10,802
3.64o }.557
1~:~
1, 1
4.307 5.708 1,954
(576 .721
a.893085 10,239 10,566
4,685 9,4ol 1,479
5.639 9,289

, 4,824
4,1!38 4,688 5,01!0 6,225
11,1~3
5,1 2 1,371 1,652
~:~~
5,100
t53 11,088 4, 6411 4,651
4.793 10,937 1,655 6,111 6,111
2,995 9,2~ ~,8139 5.311 10,046 11,471 5,889 9,208
750 5.446 9.195

4,009 MS~ ,.83
,227 5,841 10,381 4,527 1,516
1.397 4,624
,,643 747 528
10,754 3.839 3. 767 3.94o 10,~6 1, 19 4,459
5.717 2,198
(528 .74o
~,986 .950
10,115 10,715
4,761
9.233 1,361 5;6ol
9.251

4,915 4,938 4,763 5,l33 6,287 11,186
5.433 1.}90 1,680 5,4}0 4,519
5.153 6o2
10,628 4,697 4,614 4,846
10,780 1,629 5,265 6,17~ 3,04 9,4o2 ~,186 ,S92
5.313
9.98( 11,52
5.4o5 9,227
711
5.465 9.115

5.091 ~,0611
.920 5.309 6,504 11,362
5.a11 1, 93 1, 797 ~,6o6
,679
5.329 769
11,210 4,sn 4,790 5,069 11,059 1,810 5,1141 6,390
3.229 9.505 5.361 5,068 5.548 10,168 11,700
5.581
9.a30 1J
5.568 9.317

5,141 5,114 4.970 5.3~ 6.5 11,412 5,621 1,543 1,847
5.656 4,729
5.379 819
11,26o 4,923 4,84o
5.119 11,109
1,86o
65, .~
3',279 9.~55 5o 11 5,118
5.598 10,218
11.750 5.631 9.380 523 5.618
9.367

3.598 3.574 J,427 3,816 5,824
9.978 4,116
1,779 1,609 4,222
3.232 3,836
. ' ass 11, 96
J,380
3.297 3.529 11,345 1,682 4,057
5.710 1,650
6791 ,723
~,636 (10
10, 54
10,,16 4, 25 9,616 1,829
5.854 9.6o3

1 Shortest '-'B'~al routes aa ohovn 1a tabla ot d.htulceo betveea porh, 1111uec!. 117 .Jqdro&raphl.c ottioc, 11, I, . ...;o.
approxilllllte1;r,. by 111.\lttplyiD& 'by 1.15,

3. 719 3.695 3.548 3.914 5.945 10,009 4,237 1,901 1, 730 4,343
3.353 3.951 1,107 11,618 3.~2 3. 18 3.650 11,467 1,804 4,171!
5.831 1,774
~:~~
3.696 5.031 10,576 10,~7 4, 6
9.1~ 1,9
5.976 9. 725 '

3.581 3.557 J,410
3.773 5.918 9.961 4,099 1,946
1.759 4,205 3.215 3.319 1,156 11,663 3.363 },280
3.512 11,512 1,849 4,o4o 5.804 1,6o8
6958 ,817
3.558 5,003 10,621 10,299 4,4o8
9. 78~ 1.99 6,021
9.770

3.438 3,414 },267
3.656 5.871 9,818 3.718 1.974 1,769 4,062
3.072 3.676 1,227 11,6o7 3,220
3.137 3.369 11,364 2,228
3.897 5. 757 1,459
a,978706
a415 .957
10,573 10,156
4,467
9.691 2,0~ 6;o
9.699

3,265 3,241 3,0~ 3.4 5,842
9,En
3.783 2,157 1,1!80
3,889 2,899
3.~3 1, 15 11,465 3,047 2,964
3.196 11,391
2,060
3.724 5.728 1,247 10,169 4, 741
,,242 .928
10.,832 10,021
4,092
9.994 2,248
6,232
9.981

3,181
3.157 3,067 3,210 6.457 9.795 3,266
3.160 2,809 4,039 2,693 3,223 2,472 11,584 2,963 2, 785 3,112 11,46o 2,930 3.874
6.,..}.4.~
11,172
5.356
3,1G8
151,.7559' 10,133
J,813 10,1!17
3.301 7.235
1.. 0,SS5

J.utical allu - , . ooaY...tri to atatau aU~.

Distance is an important factor in railroad freight ratemaking. Other things being equal, the port offering the shortest distance from origin to destination would have the advantage. It is necessary to bring in the qualification of "other things being equal" in dealing with traffic through a port because other factors, principa11y those of competition, are often controlling. Ocean freight rates, however, frequently do not take varying distances from port to destination into account, but are the same from a given section of coast of the United States to a foreign destination. Within broad limits, they depend almost entirely on competitive factors.
Brunswick is in the South Atlantic port group which includes all Atlantic ports south of Cape Hatteras down to and including Jacksonville. A port group is something referred to as a "range," particularly in speaking of European port groups. The term "range" is used in a similar sense to the term "territory" in railroad traffic parlance, that is, it may or may not be capable of being defined precisely from the standpoint of geography and basically indicates a traffic area.
Brunswick Harbor
Brunswick is near to the ocean, .has a sheltered harbor and has ample and convenient space for docks and industries.
Brunswick Harbor is about 70 miles south of the entrance of Savannah Harbor and about 80 miles north of the entrance to Jacksonville Harbor. The Harbor of Brunswick, including the channel through the bar, is about 20 miles in length, from 800 to 8,000 feet in width and comprises the improved channel across the ocean bar, St. Simon Sound, Brunswick River, East River to the upper limits to the City of Brunswick, Turtle River to the Southern Railway terminals, and a portion of Academy Creek and Back River to the mouth of Mill Creek. These features are shown on Plate 4.
The City is located about 16 miles from the 30foot ocean depth line and about 81j2 miles above St. Simon Lighthouse. The outer harbor consists o~ a dredged channel over the ocean bar off St. Simon Sound. It is about 7 miles long.
The inner harbor comprises Brunswick River which empties into St. Simon Sound, Turtle River to the Southe:rn Railway terminals, East River to Aca4emy Creek, Academy Creek to 1 mile above its mouth, and Back River to Mill Creek.
Jekyl Creek enters Brunswick River from the

southward about 21f2 miles from its mouth; with Jekyl Sound and St. Andrews Sound it forms part of the intracostal waterway to Fernandina, Fla. A survey made during January 1934 shows a controlling depth of 9.2 feet at mean low water through the creek.
Back River, which enters the sound from the northward, is used by small vessels as an alternate route on the intracoastal waterway. There is a depth of 6.8 feet at mean low water to Mackay River, as of May 1934.
South Brunswick River enters Brunswick River from the westward opposite Buzzards Island. Fancy Bluff Creek enters South Brunswick River from the southwestward 1%, miles above its mouth. This creek affords a crooked, narrow channel, good for a depth of about 2.5 feet at mean low water, to Little Satilla River.
The mean tidal range on the bar is 6.5 feet, and at the City of Brunswick it is 7 feet.
The tidal currents fo11ow the general direction of the dredged channel, and turn about 1 hour after high and low water. In St. Simon Sound, the velocity at the strength of the ebb current is about 1.8 knots, and in East River at Brunswick, Ga., the ebb velocity is about 1.4 knots. Corresponding flood velocities are, respectively, 2.1 and 1.1 knots.
There is good anchorage anywhere in the channel in St. Simon Sound or Brunswick River with depths ranging from 30 to 80 feet in the Sound between Jekyl Island and St. Simon Island, and from 25 to 50 feet in Brunswick River directly west of Jekyl Island. There is no anchorage off the City of Brunswick, except for small craft. Small vessels anchor in East River near the mouth of Academy Creek a short distance above the City. There is a total anchorage area of 2%, square miles, having a depth of 30 feet and over; 7-1/5 square miles having a depth of 20 to 30 feet; and 12-1/6 square miles having a depth of 10 to 20 feet.
Weather conditions are generally moderate. The harbor is open for navigation throughout the year. Prevailing winds are northeasterly except during the spring when they are southerly. The mean annual precipitation is 50 inches and th~ daily mean temperature range is from 60 to 78 degrees.
There are no bridges across the channels at this port, although a highway bridge across the Turtle River has been discussed.

7

The original project for the improvement of this harbor was adopted by Congress July 4, 1836. The existing project, authorized .by the River and Harbor Acts of March 3, 1879; March 2, 1907; March 2, 1919; and July 3, 1939, provides for channels as follows: 30 feet deep and 500 feet wide through the bar; 27 feet deep and 400 feet wide at Brunswick Point; 27 feet deep and 350 feet wide in East River; 27 feet deep and 300 feet wide in Turtle River; 24 feet deep and 150 feet wide in Academy Creek; 20 feet deep and 150 feet wide in Back River; and a cut from Academy Creek to Turtle River, if later decided advisable. All depths are referred to mean low water.
The project also includes a jetty at the entrance to East River constructed under the act of March 3, 1879, the extension of the training wall in East :River and the constructon of two spur dike~. On June 30, 1934, this project was 88 per cent completed and the training wall and spur dike were in good condition. The controlling depths are as follows:
J<'eet
Ocean Bar, determined August 1934___________ 29.1 Brunswick Point, determined May 1934___~---- 28.7 East River, determined April 1934_____________ 27.6 Academy Creek, determined April 1934._______ 11.5 Lower Turtle River, determined May 1934.___ 27.7 Upper Turtle River, determined May 1934____ 27.4 Back River, determined May 1934________________ 13.3
There is ample space for industrial development in the vicinity of Brunswick and immediately adjacent thereto. All this' space can be conteniently connected to railroads and highways, some locations offering greater convenience than others. Much of the area available for industrial sites has water frontage due to the numerous branches of the harbor. Fill on industrial sites is generally required, but foundation conditions for structures should present no serious diff!culty.
Railroad Service
Brunswick is served by three railways: the Southern Railway System, the Atlanta, Birmingham & Coast Railroad and the Atlantic Coast L.ine.* These railroads connect with railro. ads to every section of the country. The Southern Railway System offers substantial trunk line connection to one of the richest agricultural and in
*')'he Seaboard Air Line Railway also passes within 20 miles of Brunswick and has a connection thereto. Otherwise it is in same relationship to Brunswick as is the A.C.L.

dustrial sections of the country. Aggressive organization and solicitation could divert -in ten years in excess of one hundred thousands tons a year of export and import traffic to and from this area. Advantage should be taken of the proximity of Atlanta, the financial center of the Southeast.

The railway systems serving Brunswick are shown on Plate 5 following. It can be seen that these systems connect with th~ whole railroad nexwork of the country.

The railroads entering' Brunswick are competitive in local area only, and all extend into different areas. The Atlanta, Birmingham & Coast Railroad extends westward to Birmingham, the Atlantic Coast Line extends north and south with local westward branches, and the Southern Railway ex-' tends generally northwest to the Middle West.

The Atlal).tic Coast Line Railroad runs principally in a north and south direction. It has a principal branch extending from )3runswick through southern Georgia and. into southeastern
on ~Jabama. It is, for its effect Brunswick, in
the position of a local railroad, but it taps territory not touched by the other two lines. To this extent, combined with what traffic may come ~rom ..a _north :;tnd south direction, it constitutes ~ valuable feeder to the Fort.

Railroad connections which lead into the interior

are particularly important as they tap the com-

petitive .area.

.

It is to be noted that the principal North Atlimtic ports are directly connected with the Middle West by trunk line or system connection. TWo illustrations are given-,-Baltirnore and the Hampton Roads ports of Norfolk and Newport News. Illustrations of the connection of Baltimore (and Philadelphia as well) with Central Freight Association Territory are shown by the maps of the Baltimore & Ohio and the Pennsylvania Railroads (Plate 6). It will be seen that these two systems traverse Central Freight Association Territory and cover it thoroughly. The other example, also shown on Plate 6, indicates how the Chesapeake & Ohio Railway connects Newport News with Central Freight Association Territory and how the Norfolk & Western connects Norfolk with Cincinnati and Columbus. The Pennsylvania also reaches these ports via Cape Charles.

The Southern Railway has a system which covers the South thoroughly and also taps Central Freight Association Territory at Cincinnati, Louisville, Evansville and St. Louis. It depends princi-

8

pally on the New York Central System for connection with Chicago via Cincinnati, but has no principal feeders (in so far as its offiCial map indicates) in Central Freight Association Territory west of the Chicago-Indianapolis-Cincinnati line. It should be in a position to develop traffic from the non tide-water local railroads of Illinois and Indiana such as the Chicago & Eastern Illinois, the Chicago & Alton, the Wabash, the Monon Route and others. On the other end it has lines to Charleston, Savannah, Brunswick, Jacksonville, Mobile, and New Orleans, but at present, it has no extensive waterfront terminal at any port. It would be advantageous to this railroad to be able to claim Brunswick as its principal seaport, as it is the only system reaching the Middle West that is in a position to do so.
Brunswick is nearer to the Middle West than is Jacksonville. At Savannah, the Southern Railway is hampered by its dependence upon the terminal facilities of the Central of Georgia Railway which both railroads use jointly. .The joint use of these facilities at Savannah has its disadvantages as the Southern and Central of Georgia lack a mutuality of interest and in fact are competitors in local territory. At Brunswick, however, the Southern Railway, with its direct connection into the city, would not be hampered by other railroads; it would be the sole extensive railroad system enteringthe Port and withproper cooperation could develop this Port as a principal t~rminal especially in connection. with Middle West traffic. It is probable that an interest in the non tidewater railroads of Illinois and Indiana ean be developed to the extent that the efforts of
willthe City of Brunswick and the Southern Railway be . directed to solicit freight for shipment through Brunswick, and the present handicap that Brunswick appears to have in that it has no trunk~line or system connection to Central Freight Association Territory. in the same sense that Baltimore, for example, has, would be substantially overcome. If such an arrangement could be made it would indicate a potential export and import business for Brunswick which would be an inducement to ocean steamship operators to put ships into the port and to establish regular schedules.
Development of a port is cumulative; availability of freight means ships, and availability of ships is an inducement to shippers to send freight through the port. The development also tends to enlarge the local tributary area in that a

greater opportunity for shipment and less chance

of delay tends to offset small freight rate dif.:.'

ferentials.

'

While the making of an accurate estimate of the possible tonnage available to Brunswick from ,Central Freight Association Territory is impossible without a great deal of statistical study, it is possible from general information to get a good idea of the amount of tonnage that is available. The Central Freight Association Territory west of the Chicago-Indianapolis-Cincinnati line contains approximately 10 per cent of the population of Official Territory. The value of freight trafl:ic originating in Official Territory is approximately $24,000,000,000 a year and, prorating this on the basis of population, the value of freight traffic originating in the area under consideration is assumed to be $2,400,000,000 a year. It is generally accepted that approximately 10 per cent of our produce is exported which would mean that out of this area approximately $240,000,000 worth of goods are available for export.

Another method of approach is on the basis that our :exports in 1938 amounted to $23 per capita. Assuming the population of the area as approximately 7,000,000, this gives an export from the area of $161,000,000. This is a low figure because the ave;rage per capita for the area, in so far as exports go, is probably higher. Assuming that the value of exports will lie between $160,000,000 and $240,000,000, the average --,---,$200,000,000-would represent a reasonable figure for the possible exports from this region.

In order to convert this into tonnage, a value . of $60 per ton is assumed. The T.V.A. gives the average value of freight originating in Offichtl Territory as $39.52 per ton, the value of manufactured goods as $108.91 per ton and the value . of all others aft $10.71 per ton. As it is probable that exports will consist of a higher proportion of manufactured articles, the figure of $60 a ton is used. At $60 per ton the estimated tonnage out of the region amounts to 3,300,000 tons a year.

In order to arrive at what the Georgia Ports* might.expect to get of this tonnage, we list the competing ports and place against them percentages of what might be their reasonable expectancy of obtaining this traffic. Baltimore and Norfolk are probably in a better competitive position in the eastern one-fourth of the territory; New Or- .

*i.e. Brunswick and Savannah.

leans and Mobile are probably in a better competitive position in the western one-fourth of the territory; so, therefore, the percentages are as follows for the center one-half of the area:
Baltimore............------------------ 25 per cent Norfolk________________________________ 20 " " Georgia Ports______________________ 15 " " Jacksonville________________________ 5 " " Mobile________________________________ 10 " " New Orleans_____________________:__ 25 " "
TotaL_ ________ 100 " "
The Georgia Ports should obtain at least 15 per cent of the traffic of the center one-half, or 7% per cent of the traffic of the whole area. This amounts to exports of approximately 250,000 tons or $15,000,000 a year.
Imports on a dollar basis are approximately 60 per cent of exports on the same basis, so assuming the same value per ton, we arrive at an estimate of imports of 150,000 tons or $9,000,000; or a total movement of 400,000 tons, or of $24,000,000, a year. Railroads bringing this to the ports should benefit to the extent of about $1,500,000 per year.
The foregoing, while in no sense a precise estimate, gives an idea, probably conservative, of the sizeable traffic that may be expected under conditions of good solicitation and proper facilities.
What proportion of this 400,000 tons of freight would be obtained by Brunswick and what proportion by Savannah would depend entirely upon their respective efforts at solicitation and advertising and upon the arrangements they can make with the railroads and steamship companies.
The Atlanta, Birmingham and Coast Railroad, while a short line, is of importance to the Port of Brunswick. It is a direct connection between the Port and Birmingham, Alaba~a. At present, the traffic of Birmingham is largely diverted to the Port of Mobile, but with the development of Brunswick accompanied by active solicitation, it is possible that part of the products of Birmingham can be made to move to Brunswick. This would result in veryj desirable cargo for the Port, consisting of iron and steel, iron and steel products and other high value manufactured goods.
It is desirable in a port to have a volume and background of financial interest. Less than three hundred miles from Brunswick is Atlanta which is the financial center of the Southeast and which, as the center of a network of railroads, will

naturally become the operating center for Government offices and private industries in the Southeast. There is no reason why a convenient air line service cannot be supplied between Brunswick and Atlanta. To be convenient, such a service would have to operate on a schedule which would permit a business man to leave Atlanta for Brunswick in the early morning, permit him to transact his business in Brunswick during the day and return to Atlanta the same night.
Business connections between Atlanta and the rest of the country are easier to arrange than connections between Brunswick and the rest of the country, and rapid communication would help the Port to avail itself of the business facilities of this commercial and financial center.
Since the development of a port is cumulative there is no reason why Brunswick, once supplied with convenient sailings, should not extend its territory to invade the sphere of Savannah and secure part of the present Jacksonville and Mobile territory. In the case of New York, for example, shippers will pay a higher rate to New York because of the convenience of sailing and other business facilities that it offers.
Highways
Three main highways pass through or terminate at Brunswick as indicated on Plate 7. These offer direct connection with the principal industrial and agricultural areas of the South. U. S. Route 17, the Coastal Highway, runs north and south from Maine to Miami and is part of the National System of Interstate Highways. U. S. Routes 25 and 41 lead northwest, and U. S. Route 84 leads' west, affording easy access to the increasing motor truck freight traffic. The flat grades on the Coastal Highway give it a definite advantage over the rolling grades of interior routes.
Good highway connections are of vital importance to a port as they afford a parallel means of communication to local tributary area. Over relatively long distances, motor truck carriage offers certain advantages, principally in time and cost.' It has become of such importance that in the past few years railroads themselves have had to establish motor truck feeders, door to door delivery systems, or in fact, complete motor truck and passenger lines.
While motor truck transport has been curtailed to a certain extent owing to war conditions, a substantial part of traffic in the United States is carried by motor truck. According to the Inter-

10

state Commerce Commission, in 1941, 71/2% of all freight-ton miles were on the highways. In 1942, this figure dropped to 51/2 % principally due to the curtailment of tires, gasoline, and wearing out of other equipment. It should pick up after the war. Between 80 and 90% of all passengermiles are on the highways.
The fact that the highways leading into Brunswick have easy grades is a distinct advantage to the Port, as the cost of motor truck transportation is appreciably affected by the presence of grades such as are necessary in rolling country.
At the present time, a study is being made of a highway improvement plan for Brunswick by H. W. Lochner & Co. of Chicago. Preliminary information available indicates that either of the two alternate routes under consideration will provide advantages both for industry and the Port. The proposed new highway should be instrumental in bringing more business to the City and the Port, principally as it would be connected with the interconnecting national highway system. Generally, 75% of all traffic on highways around cities such as Brunswick goes directly into the city because it has reason to. The remaining 25% skirts the city if it can, because it has no business in town. In cities such as Baltimore, traffic going into the city is 95%. The proposed routes would tend to bting increased traffic into Brunswick while, at the same time, eliminate congestion in the business section of the city.
Inland Waterways
.Brunswick is centrally located on the intracoastal waterway with respect to the South Atlantic and Florida ports. The development of navigation on the Altamaha River would place Brunswick as a terminal point of an area containing a population of 1,200,000 people, traversed by an inland waterway connecting with the intracoastal canal and the ocean. This area is an important source of material such as lumber, minerals, agricultural products and other commodities ~hich may be economically shipped by waterway to Brunswick as the final point of manufacture and of distribution to local and foreign markets.
It would be possible physically to extend navigation on the Altamaha system to the Atlanta area, thus connecting the Port of Brunswick by waterways to the transportation center of the South. The navigation possibilities of the Altamaha River System should be investigated thoroughly.
The inland waterways along the South Atlantic

coast in so far as the purpose of commerce is concerned extend from Lake George in Florida to Chesapeake Bay and beyond. They provide means of shallow draft communication from point to point on the coast and show an increasing development of commerce. Brunswick is centrally located and should benefit from increased development and use of these waterways.
The location of Brunswick with respect to the inland waterway system is shown on Plate 8. This plate also shows depth at low water of all the principal harbors in the Southeast. A detailed description of the entrance to the inland waterways from Brunswick Harbor has been previously given in the description of the Harbor.
While not specifically applicable to the situation of Brunswick, the importance of inland waterway transportation is indicated by the following:

"It is estimated that between 20 and 25 per cent of the dry cargoes comprising New Orleans' foreign trade and 50 per cent of the intercoastal commerce is transported to or from the harbor by barge lines, a fact that has
been instrumental in reducing rail rates ."*
According to the Interstate Commerce Commission, intercity traffic on the inland waterways, including the Great Lakes, is as follows:

Year 1941
1942

Percentage of

Ton-Miles, all

Ton-Miles

Transportation

140,454,000,000 _____________18.55

148,655,000,000 _________________16.00

A further illustration, which, while also not specifically applicable, indicates the relative importance of inland waterway transportation, i~ given in the table following. This table is a general summary of the traffic of all groups of domestic water carriers.**

Freight

Group

Revenue 1941

Atlantic & Gulf Coasts....$13,802,167 Great Lakes ____________________ 12,867,873

Mississippi & Tributary.. 22,463,349 Pacific Coast_____________________ 9,518,208

Intercoastal ----------------- 4,268,827

Tons Carried
1942 6,688,884"** 12,222,982 22,962,327 10,089,273
279,481***

The development of the Altamaha River for navigation might possibly increase the area tributary to the Port of Brunswick.

The headwaters of the Altamaha River system are located in north central and northeast Georgia

*Port Series No. 5, Revised 1938 **I.C.C. ***Effect of war

11

at the base of the Chattahoochee Ridge. The principal tributaries of the Altamaha River are the Ocmulgee and Oconee Rivers, which are located in the upper part of the river system basin. These tributary rivers are 315 miles and 250 miles long, respectively.
The Ocmulgee rises in the Atlanta area and flows in a southeasterly direction for about 240 miles and then in a northeasterly direction to its junction with the Oconee River. The Oconee rises in the vicinity of Gainesville, flows in a southeasterly direction to the junction with the Ocmulgee at The Forks. Both rivers unite at this point to form the Altamaha River. The Ocmulgee River has a drainage area of 6085 square miles and the Oconee 5318 square miles.
The Altamaha River flows in a southeasterly dire(!tion and empties into the Atlantic Ocean about 20 miles north of Brunswick and 55 miles south of Savannah. It is 137 miles long from its mouth to The Forks and is tidal for about 33 miles above its mouth. The Altamaha River basin comprises an area of 14,000 square miles. A map of the basin is shown on Plate 12 .
The basin borders on the Ogeechee and Savan~ nah River basins on the east; on the Apalachicola Basin on the north and west; and on the Suwannee and Satilla Basins on the south.
The port nearest to the mouth of the Altamaha with depths adequate for large ocean-going ships and with railroad facilities is Brunswick.- It is located about 20 miles from the mouth of the river via the inland waterway. Darien, Georgia, located on one of the mouths of the river can be reached by vessels of not more than 10 feet draft via Doboy Sound and Darien River.
There are no cities or large towns in the basin between the mouth of the Altamaha and The Forks. Jesup, with a population of about 3,000, is the largest community.
The principal resources of the Altamaha River basin are timber in the swamps bordering the river, and agricultural products and naval stores in the higher lands adjacent to the swamps.
The principal towns in the Ocmulgee River Valley below the "fall line" are Abbeville-population about 1,000, and Hawkinsville-population about 3,000. The principal natural resources are timber in the swamps and agricultural products and naval stores in the bordering highlands. Above the fall line, the Ocmulgee Valley is both industrial and

agricultural. The main manufactured products are textiles, canned goods and furniture. Kaolin and mica are mined and granite quarries and lumber mills are in operation. Agricultural products include cotton, grain, tobacco, peppers ana fruit. There is also an extensive dairy and poultry industry. Atlanta, on the northwest corner of the basin is one of the principal commercial and industrial centers of the Southeast. Macon, in the basin, is an industrial and railroad center and the trading point for a large agricultural area.
The Oconee River Valley has resources similar to those of the Ocmulgee. Below the fall line, Dublin is the principal town and its chief industries are lumber mills, canneries and brick and tile factories. Milledgeville, near the fall line, is a small commercial center. The valley above the fall line is both industrial and agricultural and the products are similar to those of the Ocmulgee River Valley. Athens, a commercial and manufacturing center, is the principal city above the fall line.
For a river to be developed for commercial navigation, it is essential that it be reached by rail:roads and highways in order that products carried by rail and motor truck can be readily transs.hipped to water carriers plying the river. The. Altamaha River basin is well served in these respects. The main line of the. Southern Railway between Atlanta and Brunswick runs through the basin on a line approximately parallell to its long axis and affords a direct route from the industrialized north section to tidewater. The lower portion of the basin is crossed by the main lines of the . Seaboard Air Line; the Atlantic Coast Line, the Georgia and Florida Railroad, and the Macon, Dublin and Savannah Railroad. The upper portion of the basin is crossed by the Seaboard Air Line, the Central of Georgia Railway and the Southern Railway.
The basin is also served by a network of national interstate highways, State highways and secondary roads. The Atlantic Coastal Highway, U. S. 17, crosses the lower b11sin at Darien and U. S. Highway No. 1 at The .Forks. In the upper basin, U. S. llighways No. 41 and No. 129 cross
the basin in . a north and south direction. b. S. .
Highways No. 80 and No. 280 cross the basin in an east and west direction, connecting Savannah with Macon and other interior points; U. S. High- . way No. 341 connects Brunswick with important points in the basin below the fall line.

12

According to the 1940 census, there are 8 cities and towns with populations of over 5,000 in the Altamaha basin. The 49 counties lying wholly or partially within the basin had a population of about 1,230,000 in 1940.
Navigation on the Altamaha River has been steadily declining since 1895 except for a short period during the first World War. The average yearly tonnage carried for the period of 5 years from 1928 to 1932 was 26,400 tons on the O~mulgee, 41,500 tons on the Oconee and 70,900 ton,s on the Altamaha. Floated logs accounted for about 18 per cent of the tonnage on the Altamaha River. The decline in river transportation on the three rivers can no doubt be attributed to the inferior existing navigation facilities. With low standard facilities, river transportation cannot compete with rail and truck transportation which have steadily improved their standards in recent years. The greatest drawback is the shallow navigable depth at ordinary water stage. At extreme low water stage, the river is not navigable at all. Regular year-round schedules are therefore out of the question. As a result, river transportation is now limited to lumber, lumber products and naval stores which can be carried in lightdraft barges, and to floated logs and piling. The lack of modern terminals for the economical interchange from barge to rail or truck is also a drawback.
A project to develop the river for navigation has been under consideration by the United States Government for many years. In 1931, the Trans-

portation Division of the United States Department of Commerce made an economic survey of territory tributary to the three rive~s. The United States Army Engineers, in 1933, in their interpretation of this survey concluded that, with the' development of the rivers, the prospective waterborne commerce would not be greater than 320,000 tons annually with a corresponding annual saving of about $350,000 in freight costs. This annual saving, they concluded, was too small to justify the capital expenditure of $63,000,000 and the large annual carrying charges estimated necessary for the development.
Navigation improvements, however, seldom pay for themselves during the early years of their existence, as it usually takes some time before shipping interests avail themselves fully of the facilities offered. Traffic established in existing channels is generally slow to change. In the case of recently completed Illinois and Tennessee River waterways, shipping interests soon took advantage of the savings made possible by water transportation and the annual tonnage for the initial years was larger than estimated. Improved navigation facilities in an area have been responsible for- the influx of new industries, which depend on water transportation for bringing in of raw materials in bulk. Usually the the finished products are distributed by rail with consequent benefit to the railroads. The influx of new industries provides employment for the people, cargo for the Port and thus is of general benefit to the entire State.

13

SECTION ll. COMMERCE THROUGH THE PORT

Commerce of Georgia District
All of the Georgia ports handled only 6 % of the total exports and less than 5% of the total imports which were shipped through the South Atlantic, Florida and Gulf ports during 1939, 1940, and 1941. These Georgia percentages compare with 25 % of the exports and 15% of the imports passing through the Virginia ports and near1y 50% of both exports and imports which pass through the New Orleans district alone.
The greatest dollar value of exports through the Georgia district in 1939 was destined to Asia. Export commerce with other continents was in the following descending order: Europe, North America, South America, Oceania and Africa.
Tables 2, 3, 4, and 5 following indicate the character of exports and imports through the various southern customs districts and provide a means of comparison between the values and tonnages passing through the Georgia ports and the other Southern ports.
The figures in these tables indicate that the South Atlantic ports in general have not been obtaining their share of foreign commerce. There appears to be a diversion of the bulk of the exports and imports to the Virginia ports, on the one hand, and to New Orleans, on the other, leav~ ing the South Atlantic ports with relatively very little foreign commerce. Table 3 indicates that as an average for 1939 through 1941, the Virginia and New Orleans customs districts combined handled approximately 75 % of the total value of foreign exports passing through the districts indicated, while the Georgia district handled but a little over 6%. As to imports during these years, about .68 % of their value entered the country through the Virginia and New Orleans districts while only 5% entered through the Georgia district.
Tables 4 and 5 show the tonnages of various exported and imported commodities passing through the various port groups for the years 1938 and 1940. It is apparent at once that a relatively small proportion of the tonnage passes through the South Atlantic district or group in which the Georgia ports are included.
A further reference to Tables 2 and 3 to determine the distribution of commerce to and from the various continents, from and to the various

customs districts, results in the percentage distribution following:

Exports in 1939 (Dollar Value)

TO Virginia& New Orleans combined
Europe---------------- 77.5% North America___ 69.7 South America____ 77.5 Asia_______________________ 70.0
Oceania ------------ 93.0 Africa____________________ 88.2

FROM

Georgia
5.2% 1.6 1.9 21.1 3.8 1.2

All others combined
17.3% 28.7* 20.6 8.9
3.2 10.6

*Florida exports amounted to 22.2 %

Imports in 1939 (Dollar Value)

FROM

Virginia & New Orleans
combined

Europe ------------------ 48.6% North America___ 69.0
South America____ 70.0 Asia ________________ 74.0
Oceania ______________100.0 Adlrica_________________ 92.5

TO

Georgia
6.5% 4.9 3.0 5.6 0.0 0.0

All others combined
44.9% 26.1 27.0 20.4
0.0 7.5

The greatest value of exports through the Georgia district was destined to Asia and to the other continents in the following descending order :-Europe, North America, South America, Oceania and Africa. Export commerce was carried on through the Georgia district with the following principal countries:

In Asia-Philippines Islands, China and Japan In Europe-United Kingdom In North America-Canada, Central American
countries and Cuba In South America-Argentina, Chile and Colom-
bia In Oceania-Australia In Africa-Union of South Africa

Imports arrived at the Georgia district from the following continentS\ in the following descending order based on value:-North America, Europe, Asia and South America. No imports came from Oceania and Africa. The principal countries involved were as follows:
In North America-Cuba

14

'UJLI 2
IIPO!l!l AIID ll!P<Jitl
1m
GIOIIGIJ. AIID CMITITIYI CUSTOMS DIS'l'IUCT_S DOLLAB VJ.LUJ:

-TCJIS DIS!RIC!S:

fli!GINIA

:

JIO. tWI.Oiolii

:

!5. ll~liLiii

:

CJIOllGIJ. - - , - - - .n;omm;

:

MOJIIU

COOJI'l'lllll mBOPI

!!!l!ort_o_:--1"Porto
I
!' ~ 54.1}41563 ; 13.217.908

' mura
J.oor.. & Madoria Iolande :

2,817 :'

'

:lolc11111 llo.lpria

' 625,645 : m234 ;

:

:

,975 I

Ceeobo-81DYakia

I

50,8]1 I

21,927 '

' lrporto I !iiiorto

I

I

~~~ I 10,979,856 I

'

I

I

: 1162,1199 I

I 1,014,368 :

I

:

!!!l!orto :
' ]14651246 : :
I
6o,2J6 :
I I

l!!E!rh :
' 2,112,225 :
' 282,696 I
I
:

!!!l!orto--1-l!l!orto

hpo

' :

' ' ::~,zzo,o2 2,854,028 ' 13,147,155 '

I

' :

2 '

204,315 ; 382,193 I 443,!)80 I

' 2, 789 '

1198 I
2,876 I

:
39,01!0 :

51071 1 ]10 I 11 1292 1516 I

:

I

455.590 ; 7.615 :

364. 714 ;
I
20,451 :

~ ' 22,329,906 '

I

' 183,092 '

126,730 : 4,':'<J5,259 :

I

5.249 :

: 469.962 :

8,107,269
16 1.443. 358
28,153

.llllal'k
:lotonia
lin1and

: 1,055.168 :

I

23.792 !

: 209,065 :

23.907 ' 674 I
938,642 I

I
: :

' I

1, 551 :
I

:
3,1195 I

236,901 I

1,044 I

24,233 I

237,1!~7 1 _ __ _ I - ~'455 I

;9s,~s: 166,154': __ __ ,!ills:

169.710 :
?~_;-1if;

46,2bl : 1,354 : 45.929

327 : 2,132.346:

:

21,781 I

113,}37 266,?6o '

17,551 I 14,081
796,463

hance
Gor~~an;y
Gibraltar
Oreec l!ungar;y
Iceland lrolan<i Italy LatTia

' 1,494,310 I 1,976,498 I
: 1,342,~1!0 : 9Q1,679 :

:

16,717 I

:

: 116,663 : 3.206.933 !.

: '

2,b53 :

76,696 I

243 : 146,083 :

: 620,495 :

I

' 822,128-: 131,854 :

: 18,535 -,

2,26o :

: 1,682,351 '

: 654.353 :

,,

:

55o961 I
I
: :

5.815,168 :
:
: '

304,983 I
I

53.496 : :

48,1182 ' 65(>.197 :
: '
' I
: 142,06o :
:

202,130 : 624,203 :
: :
8,489 I
I
15~ : 89 :
:

1,493 I 574, 45Q I
I
134 : :
I
6,3()6 I 316,102 I
21,000 '

384,016 I 310,354 :
I
:
J3, J13 I
:
56'
6, 705 I 1,411 :

1SJ;M9 : 2,449;709 :
:
2,700 :
15.750 : :
26.630 : 1,172,254 :
1,000 I

292,442 : 1,432,177 :
:
1.571 : 2,569 :
:
654 : 27 I 507 I
:

---424,075 :
509,029 :
:
7,122 : 1.239 :
:
26,02a , 285,08 :
:

41.~54 ; 16,156 . ~09 :

47?.270 : 3.932.346 :

308 :

193 : 74.623 :

2s}o5..436112

: :

:

392 :

: 24 9 .342 :

2?, 537 : 6.313.882 :

:

10,507

3631 610 I 1.101.655
5,6,6 I 46,2 5 53.176
1)2 t
234.144 q,655

Lithuania

I

J9,86~ I

Malta, Go10, & Crpreoa Io.l

5, fi96 I

lotberlan<h 1-' lorw.;r

' 4,251,432 :
: 1,638.905 :

01 Poland anli llondr

I 180,375 :

Portural

I 258,107 I

I
I
572,657 I 470,1')4 I
Z5,S36 1 23,062 I

I I
5.000 : :
159.832 :

:
I
94,o2i : 207,870 I
: :

:
I
35.972 '
:
I
:

: :
215.795 : 232,132 :
26,81!0 : 36 :

214 :
I
1135,875 ' 375,108 I 78.3~2 :
290'

I
:
171,ljo3 : 4811,46z I
2,96o I '51'

I
' 590.646 :
21.526 170,620 :
4,496 I

:
:
3~8.184 : 333,031 : 117,430 :
2, 316 :

: :
749,067 : 168,851 I
81,017 9,659 I

:

338

I

13.~69

113.&77 10.347.938

188,526 2.937.291 :

35 l. 21~. 289

:

bl!.~b ?:

365.855 .459.bl'
32.731 1f.J.9b1

lluania Spain

I 179,399 I I 320'1 304 I

647 I 11,063 I

' I

16o :

I

I

1,075 :

I

32,088 I 149,b0b :

I
426 :

I
28,305 I

32.317 : 35.298 :

:
10,b90 :

:

13.1-1t

: 2,089.~69:

~>6.ei4

hedon

I 3,644,316 I 2,588,943 I

I

I

~ :

5,324 I 760,257 I 364,lo6 I 680,()97 I

48,937 : 606,017 :

2,412 : 4,219 . 447 : 7?1. 641

Swi tserland II, s. s. R. ( luuia)

I 294,723 I

8,475 I

:

I m,o68:

I

4,299 :

: 521,272 I

I

I

:

79,857 I

776 I :

10, 3ljo I
I

1!,581 I
I

1,839 : 144,768 :

7I 101 :
:

1,067. 609

172.889 :

14,84:1 I

24,793 116. t" ~

llnited liq<i011 tuco Slana

I 36,676,365 I 1,1)3,295 I 2,129,502 I

:

2,bo;4 I

2,306 I

I

: :

469,599 I 2,527,443 :

I

:

I

:

397,647 : 6,246,653 :

I

I

I

:

510,548 : 7,241,194 I 1,232,284 : 9.925,245 :

11,052 I
I

35.560 : lOO,b96 ~

1,522 :

. .. 127,269 : l2.586.64g : 167,016

I I~~~. 48~ 5. 70~

IOR!B AIIDI CJ.
llanaa&

: 4 1s6z 1o22 : 211121m I IJ91,442 I 2,082,300, :

: 2111>6,628 I

I

52,bb2 I

~ ~~ 2,~4.5~1 :

,420 I

97.296 :

~I 9, 5 I

],120,59] I 1}1853,574 I 112,271 I 421,1131 I

~2Q2 3,480,022 : 381~7.024 : 33,731,166

8 I 75 I 13 I 708 I 110,039: 1.9 5.236

17.532

:lri t1 eb Bon<iurao

:

:

I

:

:

I

I

856 I

:

65,867 I 413,528 I

1.052 : 68,479 : 625.975

4gg, 569

Ooota Rica

I

13,684 I

I

I

10 I 309.646 :

I 135.396 :

I

3,667 I

2,316 :

:

I 1,324,351 : 39g, }OJ

11 llaln4or

I

47,71!9 I

I

I

:

I 138,155 '

I

3,297 I

I

:

: 568,422 : 468.010

Guate11ala

:

78,841 I

I

:

I 162,576 I 371t,333 I 150,146 I

I

92,461 I 41!0,45] I

76~,010 I 1,656,ti97 : 1,465. 579

Bon<iurao

I

11,252 : 111,806 I

I

I 101,)!49 I 219,051 I

6,161 :

I

5,201 :

38,891 :

6.878 : 358.')98 i 1,437,002 2,174.532

lle&rt~U&

I

b8,424 :

I

I

I

:

I

S1,9J9 I

I

),015 I

6,247 :

l 1,179 . 164

977. 36~

~=: M~llc of
Muico

:

206,0~8 I

: 907,9 3 I

2,~1
4,2 I

I 102,107 : 141,455 I

I

I

5.861 :

12,153 I

5. lljo :

:

20,4z9 I

52 :

341

150 : 1,257.918

754.&52

I
:

' 2,134 I

I

16,735 I

5~. 169 :

I

I

,688 I

I
5.944 :

53,270 I 258,510 :

2, jljo '
~9,309 I

}6,2U:
:

}ljo : 1,245. 783

8, 77i!

292,575 I 6,530,381 : 6,186,931

' J: Miquolon & St. Pierre
lovi'ounil.lani & Labrador : ' _213 ;6bO

I
591,284 I

I

:

I

4oo :

I

:

' 185,002 I

I I

I

I

:

I

47,833 I 1;15},637 ~

24 :

20:

20: 352.776 '

:
9,lb8 I 1,444, }4g I

~ 2 (continued)
:&XPORTS .I.ND U:?ORTS
!ill
GEORGIA AIID CG'J>ETI Tl VE CUSTOMS DI STRI :TS DOLLAR VALUI

VIRGU!.t.

NO, CAROLINA

:

SO. CARQLI~.t.

--.- ---GEORGlJ.-------,

FLORID.- ___ ---,-----li.OB!L'l

---,---!lEW-ORLEANS

..,

::=::::::--.: xport-.---lmports .___ Expo-;t-,--,--Gport : hportl : Imports : bporte--,--Import1

hvort1--.-.-I11port1 : hporte- -I:r.I!_orte : lxparta : In:.po!"tl

~ORTH ~~E'UCA.(cont.) Berlflu1a ~srbaiot:
Jamaica '!'rtnidlai er.d Tobago Cther Britieh WeRt Initeg:
Cut a Netl".erlanic: :Yf!et In:itee !)0irlir.!ct:r: F!er:;hlic french ..-cEt Inii~l
R!!t1 t\

17.985 173.473 318. Q08
310,<73 33. 922 1, ~-4. 991 54,592 1,694 g4, 001
5. f97

15 13.287 224,301
12,661 2,12j,4J9
394,872 74, ;23

382,038 116
1,329,068
200

1, ~34 8,2]i 31,29
13.~54

), 555 70
1, 518.}28 63,093 94.935

6,454 b,057
239.933

3,002,3?8

66,252 :
93.559 305,077 328,589 1,635.131 10,210,505 65.772 21,371 124, 7ll2
26,825

11,966
11,580 96,014
5,?19.547 136.236 118,822 228
144

38,509 562,708
287 ,b70 36.565 471,34o 409.624 222,534 106,758
928,552

19.682 33.554
1,437. 327 23,625 18,547

22,544
160,229 526,458
568,926 22,597 13,478,461 4,091,043
321,922 267.636
224,~11

24,766 32,120
81,413 lq, ~2q
16,515,047
2,ll7g.~g4
64,218 6
12g,4g4

ASTO?~_TeT_nM-t\;O.;1a:'_..'.1 _I S_A
Bolt v!a 3ra'%il Ch!l e
Golo..,~1a
EcuAirr
...... 3ritt!!h Guia.'la
0) Sur ina.'!' French c;.....~: A.l1ll
Pe.r~P"'.l~Y
PerJ
1Jn1~uny
Venezuela

!:.J.?' 722
l,Or:l,S:Ol 10,<?26
r.qs6, 717 170,448 105. ~14 480 10,220 1~ ,012
2,496 27 .9:>? 1 >1,~81
1, 47 2

2..J81 ,614
2,o3o:42t
937. ~93 l. 71,163
37.115 i8. 698
2:.7. 419 29,200

L_4,0_QJ0_31 ~
11, 5>2 l' 301,127
308
19,689

S9b.ili l5b.l30
375.703 13,837 4,806

3,006,429 ~
119.921 1, 703,b67
1'28, <?25

41,691

23,828
47.996 18,539 884,805

~:
231.777 : 869
71,039
137.509 150,007
879

1,477,951 28,986
.>.b6o 1,084,038

3,100 28,236 16,583 83.942 :

150,010
21,099 190,158

8._8?~:
1,20b, 54 3
9.196 511.799 62,538 447.319 11,0i4
32,gl8
9.631 556
339 32,083 143,882 362,109

'i,43~,?tt6
51 ,4 6
1, 390.496 2,545,090
567.892 7.981 92 43,193 201 4<>.517
118,428 199.871
5,049

4,244,119 1,633.158
993.694
56,480
97.214 79.657
6,517 13,534 189.787 1,174,078

3,4l5,t25 3.507
1,547.756 13,623
11788,081 6,626 36,032

z4,9J4,go8
8,895.123 2(4, 749
3,060,458 1,4o7 ,428 5,001,180
556.007 156.386 307 ,Ob3 11,477 ')4,]35 874,896 522,156 3.853.150

28,E92,144 955.7%
19,854,294 475;409
4,394,520 577.190 53.739
1, 505.169
247,100 735
278,847 349.345

A.SIA
Men Brttl<h In:!la 3rt t i !h Malaya Bur'Tla Ceylon
China
Netherlt.ni I nii f'6
French '!r.io.chtn.!.
Bong Kong Iran (Pf'!T!IiR) Iraq_
JAPan
l'wantung. Paleetine Philippine llan:!

Q_,_lli.11Q
. 9. 774 l, 962.542
49,848 11,325 350,777
6,484,401
951.735 411,}13
8t9. 340

~
.i. 210,698
12,651 7,236 69,105
816.~20
b, 4to7 641

1,8ti.t57 19. b32 12,083
6,5t8,455

87,171
452 369,087

~

6.558.790 55.154

<?27. 423

2,200 713
8, 782 80,963

130,>41 I 130,341

~ ,!?..:_994.19?: ?,b06, i31

b,395 4,061
196.903 108,066
1,063

55.783: a> .992
248 : 332 :
1,368,004
373.817 8,469
144,972

1.025, 6b4 732,446
69,013 11,567
2~6.495
97

198,b99 3,020

83 1,023,bl0
9.970 365
7.982,815

68, 3b2
102,822 338.871

2,006,4oo 1,473 16.299 58
8),092
518 1,901,020
3.400

196,081 78.568
10, t48 5.986 2,458
78,138 20,121

2,218,940 I 4,219
118,b42
530 693 I 429,755
21,160 1,254
374 1",4t7. 721
40,589
130,221

2,210,175
8,064 1,222,690
648,197 52b
122,236 60,372
13.76o 127.953
5.977

16,1172,85~ 26,432.175

20,235 I 'l95.069 19? .577 69,620

3.7&5 5,822;642 6.673.089

8,968

1b5. 795

2,69b,889

78,198

588.5b3 3.076,6o1

)10,981

556,040

13.805 42,675
_1.~
10,231,601
468,9611 121,251
69,8~9

9.250 57,5.b65 9,h6l,! !1

~2 (continued)
UPORTS AIID Ilo!PORTS
1m
GIOIUll.l AliD Ca<PETITI V1! CUSTOMS Dl STRI CTS - - - - DOLLAR_VALUl:

IRGII!I.A.

CWliTRUS ~ kport.....--.---rmporta

ASiA (continued)

:

:

:

110. CAROW!!&

: E!l!orto : I~to

:

:

SO, CAROLIIIA
!!J1orto : I5:2or ta :

:

G.IOR~I.A.

~ort.--,--l!!aor ~

:

:

:

fL ORIDA

: ~ ortJ--,--I!!!R o:-t !

:

MOB !LJ: E!.2or t a- - , -lOr ts
:

:

IBW ORLIAIIS

: I!];!:Orte : lo};!: orta

:

~l

sa.iri Arabia

:

4, 270 :

:

:

:

:

:

I

155 :

:

22,233 :

9.343

S;rrla

:

2,112

174,051 I

I

8,610 :

I

:

:

1,000 :

:

:

:

3.655

Thailand ( Sla'll)

: 43b ,169 :

2,008 :

:

I

:

4,732 :

I

:

16o :

442, 285

Turke;r

:

5.175 : ),420,424 I

: 6,4o2,368 :

:

:

:

:

540 :

:

3.627 :

4oo : 146,976 :

6

Otber Alia

:

502:

- --:

I

:

I

:

:

I

:

I

:

:

20, 583

:

: .

i:

:

:

:

:

:

:

:

:

:

OC:&ANU Au.ti=&iia

, 12,a24,2J~, : 9. 68,823 :

~ 257.310 :

:
I

: :

:

: ~I

:

: 579,152 :

:

110 :

:

85 I

I
:

~I
3. 75 :

: 1 1 480 1 5Q2 1 I 1 , 48o, 505 :

~ 2.577

Br\ tleb Oceania

I

450 :

:

I

:

:

:

:

:

25 I

:

liew Zealand

: 3.055. 266 :

10,193 :

:

I

I

:

300 I

:

:

: 441,698

........

:

:

:

:

:

:

:

:

:

:

:

~ Al'RICA Belgian Congo

I
:

1 14zo,o16 :
55l.:

1, 624,494 : :

: U!LZQl I

:

I

4s,615 :
I

!!..lli : 113,841 :

I

:

: ~:

I

:

~. lJlQ. :

:

:

i l l : l...ll2.:.2~1 :

:

1,1b5 :

~ 39.

llrl tloh Eaot Africa

I

37 ,'668 :

10,918 :

:

:

I

:

:

: 16, b39 :

:

I

53.758 t 465,130 I

Un! on of South Afrl ca I 169.765 :

62,110 :

I

:

4S,b15 :

I

89,092 :

: 355 . 175 :

: 247. 980 :

199 : 5.450.859 :

15.933

' Other Brltloh South Afri ca

515,876 :

:

:

:

I

:

:

I

:

:

20:

61 .493

Ool1 Coaot

: 147.204: 2bb ,381 :

I

:

:

I

:

:

985 :

so '

702 :

:

4,928

Nigeria

: 308,806 :

31,224 I

:

:

:

:

:

:

:

:

85 :

:

6,46o I

Other Br l thb Weot Africa:

10,558 :

9,484 I

:

I

:

:

:

:

3. ~ 47 :

I

1,4oo :

:

:

b,l79

Egy-pt Algeria Tunl sla
Mada&a sear

: 562.646 : 457.094 :

:

12,312 :

37.250 :

:

:

J,026 :

:

275 :

1,}24

: 17b,886 :

:

:

:

1,818 :

:

:

:

14,035 :

2,527 :

:

:

16,043 I

I

:

:

:

:

:

:

538 :

:

:

:

:

:

:

:

47,088 :

:

23, 990 :

:

:

:

:

: 648,}36 :

: 250,93g :

:

49, 5011 :

:

:

122
3.478 1,572 -: 1, 5 ~5

Other French Africa

: 147 , 174 : 219.523 :

:

:

:

:

:

:

1, 560 :

:

13. 758 :

:

32.955 :

3. 549

Liberia

:

37.936 :

:

:

:

:

:

:

:

6oO :

:

2. 741 :

:

1,472 : 229 ,318

Morocoo Mozar.blque

:

; . 638 :

10 ,279 :

:

:

:

:

:

350 :

:

l . ~75 :

:

47g

:

978 :

:

:

I

:

:

6,179 ;

: 87. 57b :

: 147,785 :

: 4Sb , C96

Other Por t uguese Afri ca

6, 214 :

)7,1 35

1 , ) 46

3.1 50

19,414 :

1, 412

Cpary 1 eland

22,089 :

u4

:

28, 570 :

9 .368

Other Spanhb Africa

:

16 ,121

OP.AIID TOTALS

97.l.JJ,1J_?_: 34,444,021 2,882,181 21,284,015_ ~2h.4Jl s ,2J~ 1 44z 2~,1zs,~86 10,058,90_i ~2. )41, '91 19, n4,42z 23,9JI, I69 10, ~ 8 ~ ,420 1S0, 94o,649 : 9LJ!!!blli

TABLE 3

EXPORTS AND IMPORTS GEORGIA AND COMPETITIVE CUSTOMS DISTRICTS
THOUSAND DOLLAR VOLUME

. CALENDAR YEAR

1 9 59

:

1 940

:

1 9 41

.

EXPORTS

:

IMPORTS :

EXPORTS :

IMPORTS :

EXPORTS :

CUSTOMS DISTRICTS Va1ua- : %of : Va1ua- : %of : Valua- : %of : Valua- : %of : Va1ua- : %of s Valua- : %of

Virginia

.....
00

North Carolina

South Carolina

tion
: 97155
. :
2885
. 4958
:

: Total : tion

. 26.6
: 0.8
: 1.4 :

: 54444
:
.: 21284
: 8255
:

. : Total : tion
. . 17.1 : 79844

. 10.5 :. 857
: 4.1 4147

:

:

.: Total : tion



:

. . : 21.1 : 55669

. . : 0.2 : 18554





: 1.1 : 7245

:

:

: Total : tion

. 16.7
: 9.1 : I 5.6

.: 95751
: 18242
. . 5918
:

: Total : tion : Total:

: 25.4 4.6
. 1.5


52465
.: 16810

. 5915

. . : 1::5.3

: 6.9

:

:

. 2.4 :

Georgia Florida Mobile New Orleans
TOTAL

.: 25179
: 32542 : : 23958
: :180941
. : .:565574

: 6.5
:
.: 8.9 .: 6.5
: 49.5
. :
.:100.0

.: 10059

.: 19574
.: 10585

..: 97845
:201824
:

t 5.0 :
.: 9.6
: 5.:?
..: 48.5
.:100.0

.I 14068
: 51764
.I 25712 ..:225414
:577786
:

I 5.7
:
: 8.4 : : 6.5 :
.: 59.2
:roo.o
:

.: 9714 .; 20085
: ll097
:
:1012.68
. :
:201450
:

.: 4.8 . 10.0

.: 5.5 . 50.5
~
.:100.0

: 56658
:
51881 :
.: 14609
.:178845
:
.:599884

.: 9.2
15.0
5.6
:
.. 44.7
:100.0

.: 12776
: 22047
:
. 12885 .:141247

:244145

: 5.?

:

I o

9.0 :

.: 5.5
:57.9

:100.0 :

WATXR-BOIUIJ: FOREIGN COIG;J.B.Ci

WATU--BORlil: IMPORTS AND EXPORTS--CARGO TONUGJ:, BY MAJOR COMMODI TlltS, .&liD BY COASTAL DI STili CTS: 1938

Jote,-In thoueande of cargo tone of 2,24o pounde, Leaders lndlcate no data or leaa than 500 tone.

COMMODITY

IMPORTS .. or<n I South
Total Atlantic I Atlantic Dietri ct Diatrlct

Gulf District

Paclfic Diotrict

ureat Lakes Di otrlct

l!llports, total ................ 32,818

Dry cargoee, total .......... 23.799

.Ln1!118l, fish,&, ~airy prod,(ed1ble) 220

OHiildaeo(anainmdals,kfi1nash:&~~~~t~bi;i:::::

90 500

Animal product a ( 1nedible) ........

16

Grain,l1noeed, soybean (bulk) ..... 929

.GA.rnaililln81p!reoedduactasnd(drfyo)d1er ..........

73 149

I

J'rui te Copra

and and

covceogneutat able...

.............

1,742 281

Coffee &Lld cocoa

Sugar end molaasea

Bever&&n Teas and

ap

Seeds an~ n

Tapioca ar.d

iucorestaaerrcyhesato.c.k..........

1,105 2, 702
103 88
130 115

.iecell1Uleoue vag.prod,(inedible).

8

Tobacco (unmanufactured) .... , 42

Rubber (except rubbar goods) 421

Gums & reaine (except naval otorea)
NavAl etoreo .......................

23 2

Vag. dye~ng & tanning materials ., 112

SCioltkton...(u.l.l!.ll.a..n.u.f.a.c.t.u.r .ed..).................

55 29

Wool ani Textiles

h..a.i.r.....................

50 62

LFoibgeerasnaindtimpbroedr u.c.ts................

563 232

PLCWUaoo!proIkldeb&rMprusdtlopcpkrod..u.c.t.s..................

4gg
75 2, 512
49

PCaopael ra.nicoke....................

1,014 44o

~PNCAOIcrerlosotetapnarnayohl-,mlaca.elnsh.tuecd.atmraa.lakn.lolp1,.atiee.cnte..poi1..min..ptei.c..rn,..ho.ae...iar...u.na....cld....t.,..a.&..............c.....e....m..........e.....n.....t.......................

24
23 1,911
18'1
4, 5.36 230 29

Matala.n.e.a.(not iron,ateel,or

153

precioue)

PHVraeechchi\cionlueeasryo.(e.h.te.aa.lv.s.y.)a..n.d.....e..t..o..n...e...a..................
.. MMRGulaabacnbahueeifrn,apecgsotouro(rcsedemdelaag.ilno.l)o.,a.dn.ae.dn.d...e.a.e.a.p.'.pt..h.l.ie.a.n.n..v.c.a.e.r..es........
........ Building m~teriala,n.e.e.

12 18 10
1.
6o 3
gg
16

,"PMCphhaeoeidnemiptcishlcnaaaetlenso,idr.orp.uci.ggk.am.,..&e..n..tt..lo.....i...le......t...p......re...p..................

3 236 67
l

Fertilizer, n.e.a ............... 1,251

... MCoreueieanddrukgeslpandeosentialoils .............. lieturned container.

62 51 14

Returned goode %xp1osives an<! Miacellaneous

ammunition

2 2
397

.... Tanker cargoes, to tal
One( animal, fieh,& vegetable)
.CAonpi!rnaalanfededceocaonndutefod..d.e.r...........
........... WSSiuologkdo; rpuanlpd m...o.l.a.s.s.e.s...., .............,
Petroleum and producta
Aephal t and pitch ................ Metala,n.e.&.(not iron, steel, or
precious)
PRlClaeh'etieunrmrttnUisceahdalnesdgro,ponidgs.me..es.n..ts...............................

9,019 37 1 4
902 1
31
7. 792
19 1
218 1
9 3

22,128
14, U05
177
85 385 15 346
54 35
9~~
708 1,368
63 75 10~ 10
8
39 380 13
l 107
52 26 48 51 314 26 165. 75 1,243
35 388 358 20 17 986 122 3.691 95 19 142
9 15 10
1 43
3 31! 11 3 96
-6-2
3011 39 48
-----r
248
7. 723
----3--7 -7-2-7
31 6,897
--1-0
20
------1

1,417

3.838

1,122 2,923

---3 -1-0

---------4

--4--4 2

11

6

-1-1-8 5~

9

26o

148

583

---1

5 2

1

4

------5

--2 3

------------3
---1

9
--2 4
-----1

l

5

--1-9

147
98

---1 -1-5

---2

33 3

------4---o

-116
--6

94

56

3

4

5

454

------7

-7-2 1

------------------

--
---1
-2

2

1

---2 ---1

--5--6

67
3 1

580

270

------------l5

-l-l 5
-1 ll

-----2------9------5

---91--5 ---175

--2--5--0

620
---8

--3-7 g
---

---11---2

2,2;50
2,171126 4 65 1 4
3 61 127 181 128 81 ll 10 1~
----29 2 l 1 2 2 2 5 65 106
-2-8-4 79 11 122
on
--4
107 10
2~
10
3
-----2 --1-5
11
---2 16
--1 73 10
3 2 1 2 58
--5-6 1
--4
----1 1 l
-4-7 --l

3.205
3.17'
1
-2
5i~
36
-----2 22 3 1
---------------------------1 18 2
-2-3
-1.155 348 ----1 668 46 107 2 --6 ------------3--6 1 --1 ro --------1 75
---------3------0
---2-5
-----2 3

s~ce1 u. s. Maritime Commlaaio~
19

T~ ~ ~CONTINUED)

IIA.'l'Ji:R..BORlll: J'OREIGN C<>MERCil

WATER-BORNE IMPORTS AND Ji:XPORTS--CRGO TONNAGE, BY MAJOR
COMI-!ODITUS, AND BY COASTAL DISTRICTS: 1938

Bote,-In thoueanda of cargo tone of 2,24o pounds, Leadera indicate no data or leta than 500 tone.

Cet!MODITY

Total

North Ath.ntic District

EXl'ORTS Soath .Atlantic Diotrict

Gulf District

I Pacific Great
Diatriet Lake Diatrict

Exports, total ............ j-;c55;-'-;;6::;;12;--t--1~0,-;:5:;:5;:-2-t----;;:;r.-t---;;-:;~-t---;--;;;-:=-f--:-:::-:=--t

Dry cargoes, total .. 33,829

9.955

Live animala ... ....

1

1

Animal,fiab& dairy prod,(edible). 213

Hides and aldns . . .........

23

101

13

22

11

75

2

12

Oils(e.nimal,fiah,&vegetable) .. Anhal products (inedible) , ...

3~

2~

4

5

1

Grln, linseed, soyb~an (bulk) . 6,711

1,070

2,!!01

594 2,246

Grain product (dry) ........ 714 Animal feeds and fodier ....... 414

266

3

265

164

16

244

21

101

27

21

Fruits and vegetable ...... 1,015

Copra and coconuta , .......

5

242

5

39

72~.

1

Coffee and cocoa . , ............

33

Sugar and !!!Olaasee .....

so

31

61

1

15

2 3

....__

Beveragea .

Teas and apices ........

Seeds and nursery stock ....

g

' 3

1

3

1

2

3

Tapioca and other starches Mise. vegetable prod. (inedible).

~

~

7

Tobacco (unmanu!acturell.) .... 235

Rubber (except rubber goods)

30

lg()

25

30

17

1

12

Gums & resins( except naval stores

l

1

ll"aval at ore a 24o

Veg. dyeing & ta.n.ning materiale

12

14

u4

108

11

1

l

3

Cotton (unmanufactured) ........ . 1,082

51

32

863

136

Wool and hair .......

12

10

1

1

Text ilea ..........

4o

z4

7

7

2

libers and products ...

30

Logs and timber ................ . 420

22

7

1

10

41

14o

229

Lumber ........ 1,288

72

115

646

452

3

Cork and prodacts ............

3

2

1

Wood palp ............. 121

Paper stock .............

83

Paper ................... 133

24

3

85

9

45

J

35

70

4

3lt

25

Coal anll. Coke .... . ....... 8,264

Petroleum and products ........ : 1, 285

Asphalt ani pi"tch ..... : .. ...... . 185

Clay,ehalk,atone,sanll., & cenent

313

918

69

87

626

6

378

55 '

64

116

14

27

20 7.170

274

1

64

2

19

137

Sulphur ..... Non-mettalic minaralo . .... Ores ................. . .... Iron and steel .......... Metal scrap ..................

574 83 756 2,071 2,706

4 36

5~~

153

67

1,432

29

454

1,495

224

666

1

~a

g
522

90

S6

312

9

Metals,n.e.e.(not iron,ateel, or

336

145

89

102

precious)

Machinery (heavy) .............. . 388 Vehicles ............... , ... 650

305 6os

4

53

2

22

23 12

g

Hachtnee (amnll) ani appliance

31

28

1

1

l

Glats,poreelain,and earthenware

28

Rubber goode ................... ..

20

18

1

5

16

2

2

4

Manufactured gooll.e ..

64

Building m...terials, n.e.e .......

78

46

1

10

7

z4

2

27

24

l

Medicinee,~gs,& toilet prep ..

11

6

5

'Chemicals ..................... .. 330 Paints and pigments ............ . 106

199 19

2

2l

so

95

13

7

Phospilate rock _. ._. ........... 1,078

1

117

96o

Fertilizer. n.e~e .......... 350

262

10

33

43

2

Crull.e drugs and eesential oils

1

1

Returned eoniainero .... . ...

16

12

2

2

Re tarne1 goode ..........

2

1

l

Explosives and ammu.nitton ....

14

8

6

Mt scellaneoua .............. 1,078

795

11

46

87

139

Tanker cargoeo, total ..... . . 21,783

597

Fruits and vegetables ........

1

1

Su~nr a."ld molasses .. , ........ .

15

11

Navel stores ................... .

6

Wood pulp .. . .................

16

Petroleum and products ...... 2l' 629

511

Asphalt snd pitch .......

31

16

Clay,chalk,stone,sand,& ca~cnt

2

2

Iron and steel ..... . .......... ..

12

12

Machinery (heavy) .............

2

2

Manuf~ctured _ goode ....... ~ ... .

1

1

Building ml'\teriale, n.e.e...... .

5

1

Chemical ....... ... ....... . . .. . .

45

23

Pl'lin~s and pigments ...........

1

1

Miscellane">la ...............

17

16

13,029

7.911

246

4

2

4

11

5

12' 991

7,888

239

2

11

2

4

21

1

1

Soaree:

U, S. Maritime Commission
20

!.&BU: 5

nTIR-BOlli1: JOREI G1i COIO!Jl:RCll

VATJ:B.-.BORNJ: IMPORTS .AliD :EXPORTS--CABGC TONNAGI, BY MAJOR COMMODITIES, AND .BY COASTAL DISTRICTS: 194<>

Mote,-In thousands of cargo tone of 2,24<> poundo. Leader indicate no data or less than 500 tone

COMMODITY

IMPORTS

North

Total

Atla.ntic

Ditrict

! South
I Atlantic
District

Gulf District

Pacific District

Great Lakes District

I'l!;. orto, ~otal .. 3'l. 881

Dry cargoes, total . 26,3211

Live pnimalt ..

1

Animal,fieh,&dairy,prod,(edible) , 168

Bidea & skinti . . . . . . . 169

Cile(animal,fioh,& vegetable) 427

Animal producte ( !.Mdible). ........

25

Orain,linseed,eoybean(~ulk) 1,858

Grain product. (dry)

47

Animal feeds and fodder.......... 353 Jruits and vegetable~ . 1,654

Oopra and coconut a 293

Coffee and cocoa.................. 1,198 ~ar and molasaea .. 2,617

Beverages . . . . 171

Teaa and apices . . . . . . . . . . .

88

Seede an1 nursery stock . ,.... 165

Tapioca and other otuchea . 148

lHI!ic,veg.pr')dUctl (inedible) ..... ,

9

Tobacco (unmanufactured) ..

30

Rnbber ( excopt rubb~r e;c~d) . : 828

Gumo & resina( except ni'.VA.l a tor'!'~).

47

Naval t: t.:;.::-;.;a ..

1

Yce.1;{e1:'1g c!: tannill8 mat3ri.!.lo . . 117

Cotton (unmanufacture~) ...

103

Silk ............ . . .. ......

22

Wool and hair . . . . . 166

Te:rtiloe . . . . . . . . . . . . . . . . .

85

Fibers c!: products . . . . . .. . . . . 587

Loge & timber . . . . . . . . . 185

Lumber .......'........... 534 c~rk & pro1ucte . 145

Wood pulp . . . . . . . . . . . . . . . . . . . . . 1,944

Paper otock . . . . . . . . . . . .

18

Paper ............... . 930 Coal an:i coke . . . . . . . . . . . . . . . 24o

Patrole= enl pro duets . . . . . . . .

74

AspW.l t encl. pitch . . . . . . . . . .

8

Olay,chalk,stone,aand & cement . l,S8l

Nonmetallic :nlnerala, n. e. s. . . 210

Oree ......................... 6,348

Iron and steel . . . . . . . . . . . . . . .

39

l~e tal ecrap . . . . . . . . . . . . . . . . . . . . .

7

Metals, n.e.s.(not !ron, steel or

642

precious)

Precious metals and stones ...... .

5

Machinery (heavy) ...........

11

Vehicles , ........ . ..... . ..

3

Machineo(s~all)&applianceo

l

Glass,porcelain,&earthenware

58

Rubber goode ..................

3

Manufactured good a . . ..... ... .

56

Building materialo,ll.e. 1 . ....... .

12

Medicineo,d~tga,&toilet prep

3

Chemicl!.le ............ ... ...... P~tinta & :r>igmente ............... .

~~

Phosphate rock ................

3

Ff'rtilizer,n.o. f' 1,093

Mo .. ,& kelp . . .... . . .. ....... .

7

Crude drug~ & essential oill .

45

Returned containers .........

9

ReturnPd goods . ...... .....

E

&xplosives & ammunition ....

l

Miscel1aneoua ........ .... ... 281

Tanker cargoe, total

13,557

Oile(Rnim~1,fisb, & vegetable)

94

Copra and coconut ....... . ....

12

Sugar and molasseo . .... . ....... 1,437

Petroleum & Products . 11,726

Aaphal t & pitch ... 118

Chemical e. . ... . .......... . 159

p,_ints & pigments .............. ..

3

:aetiirne't goc.~s ......

8

26 694
15.872
131 164
365 23
449 27
158 889
44
810 1,664
137 71
127 137
9
27
727 41
1 108
98
9
157 70
369
46 127 145
5ia
361
197 64
g
1,169 139
4,866
26 4 616
3
ll
3
1
39
3a
9
2 56 39
273 5
43
5
2 l
155
10,822
35
958
9. 721 95 8
5

1 6:.:..:71"8-+-.,;'ii..L,l~6~9-+~2...'5u:7!6;L_+-....l~..&J7~164;:..-.....~

1,100

3 100

2, 487

3. 764

4

7

26

1

2

ll

l

4

11

137

445

17

2~~

143

744

3
2

2

1

5

25

1

, 5
37

30

1,365

l

18

105

75

180

3

210

129

66

27

15

.;.._-

36

5

2

1

32

6~

3

6

2

1

5

13

9

4
I ---

12

9

129

74

6

38

94

1

2

14

365

26

8

53

105

80

1,261

4

123

238

43

10

244

24

132

5

1

2

1

866

372

4

8

4

6

20

2

l

1 2

22

16

1

3

283

2
3

1

5

578

2,069

59

3

476

537

1,424

15

8

23

96

3

3

18

22 l

5
1

74

11

2

1

2

1

41

79

!!9

12

44

32

S~rct: U. ~. Maritime Commieaion, Report No. 2610
21

TABLE 5 ( COI;<flllUD)

W.t.nil-BOR!B JOR.!I Gl COIOfERCI

U1'J:ii-BORBl: IHPORTS 41/D 1XPORT~-C.t.RGv TO!ni.AGJ:,BT IUJOR
COMMODITUS, 41/D BY C04STAL DISTB.ICTS: 1940

lott.-1n tto~e&nd of cargo ~one of 2~240 pound~ Leadera indicate no data or leta than 500 ton~

CO~Q.10DITY

Total

EXPORTS

North Atlantic

I South
Atlantic! Clul!

Pacific

Dt strict District District District

Great Lake District

lllxportG I total . . .. , . , , , , .. , f.4:'-L:4o~1"-+-~1>:S~~-+----!,~-i...:.r.'R--+~~~-+~~~--i

Dr;y cargoe s, total , .......... , . 1, 91

17,817

!~!:id:e.e~&~~a:l~ti~n"e~1i.;.;,. p,;..~d,:..,<.~.t1b.i1~1;..:.

36a
14

19~
10

~6

121

1

5

OUa(ani.meJ.Ifish,-6 Tegetab1e) .....

71

52

3

5

12

Animal product (inedible)

3

2

Grain,linoeed,eoybean(bulk)........ 2,915

Grain producta (dry) ,,,,,,,,,

897

1,880 427

143

288

6o4

2

222

237

.a:

Animal feede and fodder , , , , , , 153

97

Jruite and Tegetablee

344

137

8 4

a~

10 161

2

C":Jra and cocon11te ...

8

1

Coffee and cocoa .. , , .. . .. , .. ..

42

J6

2

~

~ar and molaeeea .. , .. .. .. .. .. ..

201

163

8

28

3

li8Teragee , , , , . . . . . .

13

7

2

3

1

Teaa and epicea . ..... . ...... , ..

7

4

3

Seede and n11raery etock .

11

7

1

2

1

Tapioca and other atarchn .. . .. ,

1

1

Miac,T!Ig, produc ts (inedible) ... ..

5

5

Tobacco (unmanufactured) . ...

120

106

Rubber (except rubber goode)

51

30

Gume le reline ( ezcept naval at ore e)

3

2

1

13

1

5

15

1

lle.v&l stores . . . . . . . . . . . 180

19

Veg.dyei~~& & WJl.nill& materiala

23

13

Cotton (unsanutactured)

895

47

65 1
15

na94

Sllk . .. ......

2

2

Wool and hair . . . . , .. , , .. . . . ..

12

10

Te:xtilea . . .

57

37

!'ibers & prod11cte .. .. .. .. .. .. ..

J4

25

8

10

5

Loge & Timber . . . . .. . ,

278

11

Lumber . . . . . , .. .. .. .. .. .. .. . .. .. 1,~4

136

Cork & products .. , , , .. , ...... ,

J

2

42

57

87

363

Wood pulp , , , , , , , ,

421

86

34

104

Paper atock , , . . . . .

123

70

2

1

Paper . . . . . . . . . . . . . . 6ol

4ol

17

101

Coal and coke . 13,104

2,625

79

12i

Petrol!roJ!l and product a , , 1, 770

680

7

674

.A.ephalt and pitch..... . ...........

235

74

69

Clay,ch&lk~a~nd~atone, & cement

776

197

adphur ... . .

753

3

Nonmetallic minerals, n,e,a, ,,,,,,

204

82

2

96

1

7~

Orea . .. .. .. . .. .. .. . .. .. .. .. .. .. 1,530

144

2

10

Iron and steel .. . .... .. . .......... 6,566 Metal acrap .. ..... .. .. ... . ........ 2,ilo~

5,464 1,029

58

686

198

685

Metala, n . e.e.(not iron,ateel, or

791

573

141

precious)

Machiner;y (haa"tYl .. .. .. .. .. .. ..

~5

449

1

30

Vehiclea . . . . . .

574

555

2

7

Machinea(amall) & appliances

36

34

1

1

Glaee,porcelain,& earthenware

55

39

1

6

Rubber ~ooda . . . . . . . . . . . .

30

22

Manufactured gooda ...... , .. 105

~-

2

II

Building matariale, n.e.e,

157

63

Medicinea,druga,&toilet prep.

23

17

2

28

5

Cbemtcala ......... , .. .. .. .. .. ..

509

P~ints & pigment

145

Pho~rphate rock .. .. .. .. .. .. .. .. ..

731

l!'ert111;er, n.e.a, ,,. . ............

479

383

2

19

JO

29

19 6'

49!!, ____gl

36

2 1 99

1

1

!"

3
16s

617

1

1t~

5 3

31

1

44 I 10,229

371

38

92

73

4o7

1

15

73

8

3

1,371

127

231

375

117

76

23

1

10

1

1

2

II

8

II

64

1

102 16

~

34

14

4

Crude druga & e&Bential oils . .....

2

1

Returned container a , , , ... , , , .

12

10

Returned ~ooda , , , . , , ,

3

2

lxp1oaiTel & ammunition . . . ........

10

~

Miacel1aneoua . . .... 1, 063

799

fanker car~oea, total 12,710

462

Otll(animal,ftah ,& ve~etable) .. ..

1

1

1

1

12

11

55

5. 258

2
8
119
5.643

109
1,347

~ar and molasses ... , ...... , ..

19

19

Naval Stores , . . , . . ... , . ,

3

Petroleum & Products , , , . , ... i 12,588

4o6

.A.ephalt & pitch ... .. ..............:

6

5,211 2

3
5.627 4

1,,344

Cl&T,ch&lk,atone,aand,& cement

5

5

Iron & eteel ... . , ......... , . .. ..

4

3

Building matertala, n . ~.s. ..

1

Chemical a .. .. .. .. .. .. .. .. . .. .. ..

55

11

Painto & pigmentl ............. . .. :

1

Phoaphate rock , . . . . . . .

7

Returned eon tainera , , . , ... , , ..~

1

1

36

4

3

1

7

1

lxp1odna & ammun1 t ion . ,

1

1

Miacellaneou.a .. .. ...... .. ........1

16

15

1

Source: U, S, Maritiae Coamiaaion, Report lo, 2610
22

fn Europe--United Kingdom, Norway, Belgium, , France, Germany and Sweden
In Asia-India and Malaya
In South America-Chile
Commerce of Brunswick
Except for the decline in cotton export which is due to a combination of local and world-wide economic factors, and the removal of the petroleum industry which is due to a change in the economic distribution of the products, the decline of commerce at Brunswick appears to be due to the depression of 1929 and 1930. During the depression the connecting railroads gave up their terminals. Brunswick has not since succeeded in regaining its lost position and its commerce, which apparently went largely to other Atlantic ports.
Prior to the first world war all the southern ports were loaded with cotton and naval stores for shipments to all parts of the world. During the first world war period Brunswick was used extensively for shipment of war material and supplies and benefited thereby. During the postwar period the production of cotton fell off due to bad agricultural conditions resulting in a short fibre product and a national policy of curtailing the production. The situation was further adversely affected by an increase in cotton production in India, Brazil and other parts of the world. The moving of the textile industry into the South also has had some effect on the movement of cotton. There were changes in the use of naval stores and diversion of their shipment. The loss of these products had the effect of decreasing the importance of Brunswick as a port shipping and receiving freight to and from other parts of the world.
Some of this loss was made up by the movement o~ petroleum and its products, but this did not give the same diversification of class of freight and. destination or origin and so encourage other busmess from these localities. In 1932 there was a. falling off of commerce due to post-war depression and shortly thereafter the petroleum industry left Brunswick in order to consolidate at points nearer its center of distribution. Growth of the beet sugar industry and national policies have caused a marked decrease in sugar commerce.
As the business of a port tends to increase ~umulatively when it begins to expand, conversely It ,also attenuates rapidly~ thus, during the depression, the railroads found their usually un-

profitable terminals an additional financial burden and either abandoned them or largely discontinued their use. Hence, with this reduction in communications, the business of the port tended to fall off still more. Without railroads bringing cargo to the port, steamships had no reason to call, with the final result that such existing facilities as there were became obsolescent.
With the resumption of trade after the depression, business tended to remain in the channels to which it was diverted. Largely, these appear to have been through the ports of Savannah and Jacksonville. Whatever efforts have been made to attract business have been unfruitful with the result that there has been a steady decline in so far as the Port is concerned. The resumption of trade and commerce passed it by.
The past history of traffic through the Port is indicated in the following summary and on Plates 9, 10 and 11 and Table 6. For more detailed figures on the various commodities, reference is made to "Port Series No. 10" of 1940 published by the United States Army Engineers, and to the publication of the United States Department of Commerce, "Foreign Commerce and Navigation of the United States for 1941."
Import traffic dropped from 173,158 tons in 1929 to 6,227 tons in 1938. The principal commodity which was crude oil is no longer imported. The second principal commodity was sugar and it is no longer imported.
Exports to foreign countries dropped from 168,580 tons in 1929 to 18,952 in 1938. Cotton, coal, petroleum and products, chemical and general merchandise have ceased to be exported. Naval stores, logs, cross-ties, scrap steel and iron, and some seafood comprise the remaining traffic shipped abroad.
Coastwise receipts dropped from 340,587 tons in !929 to 17,725 tons in 1938. Crude oil was the chief commodity and its movement ceased in 1936. Some coal and coke and some petroleum and products were received in 1938.
Coastwise shipments dropped from 298,347 tons in 1929 to 25,331 tons in 1938. Small quantities of rosin, cross-ties, poles and piling and other wood and paper products were shipped in 1938.
Internal receipts dropped from 137,675 tons in 1929 to 44,758 ions in 1938. In 1933, 1934, 1935 and 1937 the tonnage ,was even lower. Logs, crossties, piling and poles were the principal commo-

23

TABLE- 6 SUMMARY-WATER BORNE COMMERCE

Year

Foreign
.. Imports Exports

Total

Coastwise Coastwise receipts shipments

Domestic

Internal receipts

Internal shipments

Local

11992390---------------------------------------------------------------------------1199332-1-----------------------------------------------------------------------~----------1933----------------------------------------"~ 1199335_4_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-
Jol:>.
1936----------------------------------------1931-----------------------------------------1938------------------------------------------
Jlv~e--------------------------------
--

173,158 121,568 51,693 42,477 25,400 30,658 18,293
8,504 12,876
6,227

168,580 153,422 96,146 96,198 60.700
" 50,687 42,230 37,211 32,215 18,952

49,086

75,634

341,738 274,990 147,839 138,675 86,100 81,345 60,523 45,715 45,091 25,179 124,720

340,587 289,756 306,546 274,945
263,203
259,139 235,559 212,802 76,047 17,726 227,631

298,347 244,950 290,876 278,293 179,280 212,524 183,604 180,748 75,328 25,331 196,928

137,675 114,726 119,849 98,875 38,450 39,375

'

28,028 34,927

-----------------------...

42,460 46,207 25,694 30,492

----------------------------------
.............................

34,319

22,001

6,187

44,851

30,170

6,305

39,785

16,422

1,587

44,758

29,692

4,551

71,266

30,609

1,863

Imports __S_u_m__m_a_r_y__o_f_w_a_t_e_r-_b_o_r_n_e_c_o_m_m__e_rc_e__a_t _B_r_u_n_s_w_i_c_k_,_G__a_.,_1_9_3_9_

Short tom
9,512

ECoxapstowritsse-r-e-c-e-ip--ts-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_ Coastwise shipments________________________________________ _ Internal receipts ____________________________________________ _ Internal shipments__________________________________________ _ Local traffic _________ - ______________________________________ _

33, 178 71,539 40,282 78, 386 34,621 3,902

Total traffic ________________________________________ .:.- __ 271, 420

Total
804,636
684,359
759,731 698,320 506,627 541,530 481,670 474,876 209,169 122,057 628,297

Orand total
1,146,374 959,349 907,570
836,995
592,727 622,871 642,193 620,591 254,260 147,236 653,017

dities. In contrast with the decreasing in-bound coastwise movement of petroleum products, the internal receipts of these products, although much smaller in amount, increased from 246 tons in 1929 to the high of 6,833 tons in 1937.
Internal shipments to points on, or reached by, interior waterways, although small, have remained rather fixed, averaging 30,609 tons per year, slightly more than half of which consisted of naval stores and petroleum products.
Local traffic is of small tonnage, averaging 4660 tons from 1935 to 1938. The principal com-

modities handled included seafood, such as fish, shrimp, crabs, etc., which are caught in nearby waters, and petroleum products (principally fuel oil for bunkering vessels).
Summarizing the waterborne commerce for the 1929-1938 decade, the large tonnage at the beginning of the decade was due to trade in petroleum and its products, sugar, naval stores and cotton. Most of these commodities no longer pass through the Port of Brunswick.
Fertilizer materials ,and chemical~ are still imported in small quantities. There is a little commerce in naval stores, logs, cross-ties, and seafood.

25

SECTION III. FREIGHT RATES

Studies of the local freight rate situation do not reveal any reason for decline of commerce through the port.
The Port of Brunswick is affected by .freight rates existing over a large part of the United States. The following discussion of freight rates is a generalization on a subject that is highly technical, intricate, and constantly changing in detail. Quotations and data have been selected primarily to bring out the general picture rather than instant detail. For this reason, references are generally to rate structures approved by the Interstate Commerce Commission rather than to tariff quotations. Such references represent relative situations even thought percentage changes affecting all rates may be applied. Class rates are used wherever possible as the basis of comparison, in order to permit the discussion to be compressed within a reasonable space. Motor truck and inland waterway rates are not generally discussed as they tend to follow the pattern of railroad rates. A prerequisite to the proper understanding of freight rate structures involves such subjects as a classification of freight for the application of charges, basis for making charges, maximum and minimum limits of rates, regulation and control of rates, and factors influencing them. Appendix B contains information which may assist those, other than traffic specialists, in obtaining a background on these matters.
Local Freight Rates For the purpose of this discussion, local freight
rates will be considered as the rates in the southeastern area affecting the commerce to, from, and through Brunswick. Coastwise rates will be treated later under a separate heading. Local export and import rates, however, will be here considered, as in general, in Southeastern Territory, they are effective. within the same area as the local domestic rates.
Southern class rates are based on ICC Docket I&S 13944 which was decided July 7, 1925 and modified by supplemental reports* including a third supplemental report of July 19, 1927. The rates set up therein exist at the present time subject to ex parte increases** which, for the
*Minor further special modifications, such as Kentucky and Johnson City-Kingsport traffic to Official Territory need not be considered. **Subject to 10% reduction by May 15, 1945 decision of I.C.C. discussed later.

purpose of this discussion, may be considered as general increases on a percentage basis to take care of changed economic conditions.
The decision involved two methods of determining rates. Interior rates were set up on a mileage basis and included traffic into Official Territory. There were also set up all-rail and rail-and-water rates from Southeastern Territory, with special provisions as to North Carolina, on a ke:y:-point basis, that is, rates were given from specified areas in southeastern territories to specified key points in Eastern Territory (New England Territory and Trunk Line Territory). This decision gives the basis for the coastwise rates between the Southeast and the East which will be discussed later on.
At the present time the class freight rate structure of Official, Southern, Southwestern, Western Trunk Line and Illinois rate territories is under consideration for revision by the Interstate Commerce Commission.* The investigation, begun by the Commission on its own motion, was the result of complaints by shippers outside of Official Territory that class rates in Official Territory as compared to class rates in other territories gave class-rate shippers in Official Territory an advantage.
In so far as Southeastern Territory is concerned, the present situation is that while commodity rates are low, class rates are high as compared to those of Official Territory.. The effect is felt on freight moving from one territory to another, for example, from Southeastern to Official. Freight moving on class rates consists of higher value material or material having a high value increase due to manufacture. The net result is that manufacturing and industrial development in the South has been under a handicap. The case for Southern industry has been presented by the T.V.A. in House Document 137, 78th Congress, 1st Session, "Regionalized Freight Rates-Barrier to National Productiveness." The following table showing the comparison between first class rates in the different territories has been taken from the aforementioned document:
*Docket 38300 et seQ.

26

Comparative First-Class Freight Rates in the Several Territories Prior to March 18, 1942.

According to House Document 137, 78th Congress, 1st Session

Distance in Miles

25 100 200 400 700 1,000

Territories

Official ____ ______ $0.40 $0.62 $0.80 $1.09 $1.49 $1.82

Southern --------------- .46 .79 1.12 1.56 2.06 2.49

Southwestern &

Western Trunk-

Line, Zone IlL__ .51 .90 1.23 1.72 2.44 3.00

Western Trunk-

Line:

Zone ! ___________

.42 .73 .97 1.36 1.96 2.40

Zone II________________ .46 .83 1.11 1.56 2.22 2.73

Mountain-Pacific

(Utah Scale) ____ .39 .77 1.11 1.71 2.54 3.33

Note: We have been unable to check this table exactly against provisions of ICC decisions including ex parte increases. Differences found, however, do not upset conclusions as to relative position of the territories. Rates quoted are per 100 pounds.
Commodity rates are generally applied to materials moving in quantity on definite routes and coincident with this they also apply to the principal quantities of raw materials. Most raw materials and low-processed goods move on commodity rates. To illustrate the condition of relative commodity rates, Table 7 is a list of commodity rates which from time to time have been approved by the Interstate Commerce Commission as percentages of First-Class rates and which list shows rates in three territories. It is desired to emphasize that these rates have not been handpicked in order to make a point but are representative of the condition. Of the 40 rates shown, in 16 cases the corresponding rate in Official (Eastern) Territory is higher and in but 3 cases is the Official rate lower than the Southeastern or Western rate. This is generally true even if the monetary difference in first-class rates among the territories is taken into consideration.

TABLE 7

COMMODITY RATES RELATED TO CLASS RATES

Instances in which the I.C.C. has made or approved Commodity Rates Expressed in Percent of First Class
Rates

Article
Building Material ________ China, Clay ____________ Containers
Min. Wgt. 14000#-

(Official) Southeast Western Eastern

30

30

(3) 19

17%

(3) 60

55

55

Min. Wgt. 20000#----

50

Min. Wgt. 30000#----

40

Cotton Piece Goods ______ (1) 50

Cotton Yarn --------------- (1) 45 Cullet ---------------------------- (3) 20 Dry Goods -------------------- (1) 78 Dowels -------------------------- (1) (2) 115
Drums, Fibre ---------------- (3) 60 Envelopes ____________________

Eggs------------------------------ (3) 65 Excelsior ______________________ (1) 27%

Furniture Chairs, Wooden________ Chairs, Metal __________

50 (3) 70

Fertilizer Materials ____ (3) 22%

Fruit

Apples _______________________

35

Watermelons ____________

30

Glass, Rough Rolled____ (!) (3) 31%

Handles, broom-mop__ (l) (2) 115

Hay-------------------------------Lamp Posts____________________ Meats, fresh __________________

(3) 32% (1) 35 (1) 45

Mica, crude-scrap________ (3) 22%

Molasses ------------------------

22%

Newsprint ____________________

25

Poles, unfinished curtain ______________________ (1) (2) 115

Rock- shell, Coquina broken crushes __________ (1) 12%

Soap Stone, crude

ground ---------------------Stone
Paving, Flagging ____ . Rough ________________________

(1) 15
(3) 20 (3) 22%

Dressed ---------------------Carved ---------------------Talc, ground

(3) 27% (3) 35

pulverzied ------------------ (1) 18 Tanning Extract __________ (1) 28

Tires, Pneumatic

Min. 20000#-------------
Min. 30000#-------------Vegetables
Cabbages, Onions ____

(1) 37 (1) 30
(3) 35

Potatoes -------------------- (3) 32%

50 40 50 .45 15 78 115 55 45 60 27%
18
35 30 27% 115 25 35 47% 17% 27% 25
115
12%
15
15 17% 22% 30
18 28
37 30
32% 30

50 40 70
55 45 50 65
17% 20 25 30
30

(1) Applies from Southern to Eastern Territory (2) Percent of lumber rates (3) Official (East) rate higher

Another example of the situation is shown in the following tabulation which gives the relative revenues per ton obtained '9y railroads in Official as compared to Southern Territory, broken down so as to indicate the contrast between revenues from manufactured products and revenues from those products which are essentially raw material or lightly processed:

27

EASTERN (OFFICIAL)

Tons

COMMODITY GROUP

Originated

Products of Agriculture_ _ ______ __________ Animals and Products _____________________________

20,771,864 4,726,540

Products of Mines_ Products of Forests ___

---------------- ____________ 282,701,486 __________________ 5,253,664

Freight Revenue*
$139,173,448
77,895,256 661,629,698
63,801,543

SOUTHERN

Tons Originated
10,953,024
1,634,685 212,869,866
25,226,288

Freight Revenue':'
$ 91,160,264
21,569,500 361,048,839
71,484,312

Revenue Per Ton
Manufactures and Miscellaneous Revenue Per Ton _

313,453,554 199,140,599

$942,499,945 $3.01

250,683,863

$545,262,915

$2.18

$2.18 is 70% of $3.01

$901,343,494 $4.53

45,321,550

$289,546,979 $6.39

$6.39 is 140% of $4.53

or $4.53 is 70% of $6.39

*Includes revenue on tonnage originated, terminated and handled. Source: I.C.C. Reports

It will be seen that th~ revenue per ton is higher on manufactured products in Southern than in Official Territory and that the revenue per ton on other materials is higher in Official than in Southern Territory.
Following review of the class-rate situation, the Interstate Commerce Commission Examiners' Proposed Report of December 4, 1943 notes that opposition to revision is chiefly from industry and railroads that fear loss from disturbance of an existing situation and concludes that the present class-rate situation is prejudicial to territories such as Southeastern, in so far as articles moving from it to Official Territory are affected. The report recommends a new uniform classification for all territories on the percentage basis with 30 classes, eliminating exceptions and including many commodity rates.
Decision in the matter, in accordance with the examiners' recommendation, will not affect general conclusions made on the basis of the present classification in so far as the Port of Brunswick is concerned. Its principal effect will be to increase the rate of industrialization in Georgia and the South with a secondary effect on the Port due to change in economy of the region.
On May 15, 1945, the Interstate Commerce Commission rendered a ruling relative to Dockets 28300, Class Rate Investigation, 1939, and 28310, Consolidated Freight Classification.
The summary of the decision is given in Appendix C. Part III of the decision is reproduced below for convenience.
"Pending establishment of the rate revision and classification unification contemplated by the. findings in Part I

and Part II hereof, certain readjustments in the existing basis of class rates are required which will be just and reasonable and will bring to the minimum the preferences and prejudices found to be unlawful, as completely as it is practicable now to eliminate such violations. It is found that, on and after the effective date of the order to be entered in this proceeding:
"1. The existing interstate class rates applicable to freight traffic moving at the classification rating within southern, southwestern, and western trunk line territories and interterritorially between those territories, and also between those territories and official territory, will be unjust and unreasonable unless reduced 10 per cent, subject to specified distance rates as minima; but no changes in existing exception rates or column rates, or in groupings in connection with the present class rates, are contemplated by this finding.
"2. Simultaneously as part of the adjustment, the existing applicable interstate class rates for freight traffic moving at classification ratings within official territory (including Illinois territory) should be increased 10 per cent as maxima, in the manner specified in the report, and as so increased the class-rate scales will be just and reasonable; this finding is based in part upon the finding that the revenue needs of the carriers in official territory with respect to their class-rate -traffic are greater than is the case as to class-rate traffic of the carriers in the other territories described.
"3. The present minimum charge per shipment on lessthan carload shipments moving at class rates in the territory included in No. 28300, is less than a just and reasonable minimum charge to the extent that it is less than 75 cents; and 75 cents is a just and reasonable minimum charge on such shipments."
The decision may be summed up as a ruling that class rates in Official Territory are to be increased by 10 per cent, that class rates in Southern, Southwestern and Western Trunk-Line Territories are to be reduced 10 per cent.
The ruling also covers the application of inter-

28

territorial ratings and an increase in minimum charges for less-than-carload shipments.
We have previously referred to the Examiners' proposed report. It appears that this ruling, which is stated by the Commission to be an interim ruling, is in accordance with the indications of the Examiners' proposed report, and, furthermore, that it is consistent with the long-established policy of the Interstate Commerce Commission to simplify ratings.
It should be noted that the reason the ruling is important in that it applies to class ratings is that while class ratings include only approximately 10 per cent on the average of all freight, yet in the class ratings much of the freight moving is composed of products which have had a high value added by manufacture. Hence, it may be said generally that in effect the ruling amounts to a reduction of 10 per cent in the rate of manufactured articles in the south, southwest and west, excepting extreme west, and an increase in the rates on the same in the north. This, of course, is a broad generality. Its effect is to increase the advantage of the southern manufacturer and decrease the advantage of the northern manufacturer. It should increase the competitive area in which the southern manufacturer can sell.
Other changes should follow in the rate structure and in order to know what these may be, the Examiners' proposed report and the proceedings in connection with the above-mentioned dockets should be reviewed. It appears probable that the changes in the class rates may become even greater in that the classifications will be extended and simplified in the direction of a uniform classification for the whole country. As class rates are reduced in the South, it may be necessary to increase commodity rates in order to provide the railroads with sufficient income. Changes in commodity rates, however, would need to be rather small individually because of the high proportion of freight travelling on commodity rates.
Rail-water rates were not C'onsidered by the Commission in its ruling. It is probable, however, that these rates which are now on a differential basis will retain about the same differentials. Export-import rates which are lower than domestic rates will probably not be affected in so far as the relative positions of ports are concerned. On the whole it may be said that the effect of the ruling will be advantageous to southern industry.

Class rates in Southeastern Territory are set up on a distance basis. Based on railroad freight rates, the area in which Brunswick is in an advantageous position is roughly equivalent to the southern half of the State of Georgia. More exactly the boundaries of the area are shown on the maps of Plate 12 following, which indicates that the northern limit of the area is roughly a line drawn from a point on the coast just north of Brunswick to Atlanta including within the area the cities of Everett, Jesup, Cochran and Griffin. Macon, however, is excluded. From Atlanta, the boundary runs southwest and then south to and including Columbus. From this point the boundary proceeds southward following the western border of Georgia to Fort Gaines, after which it runs eastward to the coast just north of the southern border of the State and includes Arlington, Adel, Dupont and Kingsland. The following table gives the data by which this area has been determined. It will be noted that in this table rate-base numbers or "mileage factors" have been used. For the purpose of determining relative advantage, in so far as rates are concerned, the rate-base numbers perform the same function as the actual rates.

RATE-BASE NUMBERS "MILEAGE FACTORS"

DETERMINING CLASS RATES FROM LOCAL POINTS

FROM

TO

Savan-Bruns- Char-

Jackson-

. nah wick leston Mobile ville

Beaufort, N. C.______ 40

54

Aiken, s. C. ___________ 128

120

Augusta, Ga. ____________ 128

137

Seneca, S. C.____________ 253 260 264

Douglas, Ga. ____________ 124

97

Knoxville, Tenn.____ 433 473 419

Asheville, N. C.______ 306 300 292

Newnan, Ga.____________ 167 283

311 325

LaGrange, Ga. _______ 290 283

279 325

Columbus, Ga._______ 263 258

269 276

Ft. Gaines, Ga.________ 269 236

305 . 253

Valdosta, Ga...________ 157 120

362 113

Nashville, Tenn.... 548 564

465 620

Kingsland, Ga.________ 153 126

146

Eastman, Ga.__________ 146 143

199

Chattanooga, Tenn. 396 412

401

Corbin, Ky.______________ 528 566 514 586

[Tariff Authorities: Hoke, (Ala.) I.C.C. 710; (Ga.) I.C.C. 712; (N.C.) I.C.C. 715; (S.C.) I.C.C. 516; (Tenn.) I.C.C. 717; (Ky.) I.C.C. 513]

The relation between these boundaries and the lines which show the equal distances b~tween adjacent ports is also indicated on the maps of Plate 12 and the general agreement is apparent.

29

The area as determined by us may be compared on the same plate with the area determined in Port Series No. 10 of 1936 which indicates that at that time the area was substant~ally the same.
We wish to again emphasize that the area defined in the foregoing is based solely on railroad rates. When the proposed development of the Altamaha River for navigation is accomplished, providing a waterway to the hinterland, it is possible that the area in which Brunswick now has an advantage will be substantially increas~d.
In connection with local export and import rates, in so far as we have been able to determine, the only class export and import rates in the Southeast are those indicated in the Tennessee tarirf (Miller, I.C.C. 717). These class rates are set up for movement through the Gulf ports. They include in their application the area west of the Cincinnati-New Orleans and Texas Pacific Railway from Gadsden, Ala., through Chattanooga to Walton, Ky. Included also, with respect to traffic through Panama City, is Dalton, Ga. Special rates are also set up for traffic from this area through the Gulf ports to the Pacific Coast via the Panama Canal. It appears that the Port of Brunswick should have the benefit of equivalent class export and import rates at least from the Chattanooga area including northwestern Georgia.

The area in which Brunswick is in an advantageous position as determined by local export and import commodity rates is about the same as the area determined by the local domestic class rates., Table 8 following, which shows local export and import commodity rates, will indicate this. We have generally taken import fertilizer rates as a criterion, although some points have been checked by the rates on other commodities. It will be noted that the import-export area, however, includes some territory in southwestern Georgia and southeastern Tennessee; and Knoxville and Chattanooga my be considered as competitive points.
Export and Import Rates to the Interior
Brunswick, as one of the South Atlantic ports, has export-import rates from and to the interior less than Boston, New York and Philadelphia, equal to those of Baltimore and Norfolk, and equal to those of the Gulf ports except in connection with trade to certain continents. Comprehensive rate studies do not reveal any reason for the diversion of export-import traffic from the Georgia Ports to Jacksonville, Mobile, New Orleans, and Norfolk. These studies do indicate that on a rate basis Brunswick could compete for export and import shipments to and from a substantial part of Central Freight Association Territory. Ocean rates are on a parity with those of competing ports.

TABLE 8

LOCAL COMMODITY RATES FOR EXPORT & IMPORT

Import Fertilizer Rates

(Rates in Cents per Ton)

TO

FROM

New

Bruns-

Jacksem- Charles-

Orleans Mobile

wick Savannah ville

ton

Knoxville, Tenn.~~~~--~-----------------~------------ 515

Chattanooga, Asheville, N.

Tenn. _______________________________
c. ___________________________________

460

Birmingham, Ala._____________________

Nahunta, Ga._______________________________

515 460
295

470 470 400 470 75

470 470 345 470 120

475 470 430 470 105

470 470 345 470 195

Moultrie, Ga--------------------------~--------------

Montgomery, Ala,______________________________ 380

Nashville, Columbia,

Tenn. ____________________________
s. c._____________________

490

Augusta, Ga.__________________ 520

Valdosta, Ga.____________________________ 465

Murphy, N. C,___________________________________

380 295 490
490 390

195 470 535 230 220 155 460

205 470 535 175 165 185 480

195 470 535 290 275 155 460

310 430 535 165 175 265 460

(Tariff Authority: Southern Freight Bureau No. 1791-1, Agent Hoke 645, 1941)

Norfolk 470 520 425 470
560 335 440 520 480

30

Export Cotton Piece Goods

(Rates in Cents per 100 pounds)

FROM New
Orleans Kannapolis, N. C._____________________________ 62 Asheville, N. C,_________________________________ 62

Mobile 62 62

Brunswick 46 52

TO
Savannah 35 38

Jacksonville 46 52

Charleston 33 38

(Tariff Authority: Agent Hoke I.C.C. 825, 1943)

Norfolk

Export Iron & Steel Articles

(Rates in Cents per 100 pounds)

FROM Orleans New
Birmingham, Ala.__________________________ 37 Chattanooga, Tenn._____________________________ 48

Mobile 31 42

Brunswick 43 42

TO
Savannah 43 41

Jacksonville 44 46

(Tariff Authority: Agent Hoke I.C.C. 920, 1944)

Charleston 46 44

Norfolk

Railroad freight rates on cargo intended for export or import are special rates for the carriage of the cargo between the port and the point of origin or destination in the interior of the country. In general, these special rates are lower than the rates on domestic shipments between the same point in the interior and the port.
In this respect export and import rates are departures from and were established as relief from the Fourth Section of the Interstate Commerce Act commonly known as the "Long-andShort-Haul-Clause.''
Export and import rates were brought about as a result of the intense competition and rivalry between the rail carriers serving the various ports. This competition originated in the middle of the 19th century among the railroads serving New York, Boston, Philadelphia, and Baltimore whose special interest at that time was the grain trade between Chicago and the North Atlantic ports. The railroads, at that time, quoted throughrates on export traffic from points in the interior
_to foreign countries via the port served by the
particular railroad. The rail carrier retained for itself a proportion of the through-rate which originally was intended to be on a par with the current domestic rate from the interior to the port. The balance of the through-rate was taken by the steamship company. Due, however, to the lack of stability of ocean rates and to the competition among the ports, the railroads were soon forced to accept as their proportion of the through rate an amount less than the corresponding domestic rate.

In order to restore some measure of stability to the then chaotic conditions respecting export and import traffic, the railroads, during the latter part of the 19th century, by agreement among themselves established a system of port differentials by means of which the several North Atlantic ports were granted lower rates by fixed amounts than New York which was chosen as the base or key port. The differentials were established so as to equalize the relative disadvantages suffered by the several ports especially with respect to geographical position and lack of adequate port facilities. It was in this way possible for the ports and carriers to share more or less equally in the export and import business. A further measure of stability was inaugurated by the passing of the Act to Regulate Commerce in 1888 and the establishment concurrently with it of the Interstate Commerce Commission. The legality of the special rates on export and import traffic as a departure from the Fourth Section of the Act was established by the Supreme Court of the
United States in 1896, * thus setting the founda-
tion of our present day freight rate structure. From this decision follows the conclusion that if our country is to engage in foreign trade in competition with foreign countries, the various ports of this country have to be considered in a collective sense as one national port in so far as export and import traffic is concerned.
The export and import freight rate structure of the South Atlantic ports is of more recent
*Import Rate Case-Texas and Pacific Railway Co. vs. I.C.C. 162 U.S. 197, 40 L. Ed. 450 decided March 30,1896.

31

origin than that of the North Atlantic ports. There is a record of an import rate established by the Central of Georgia Railway on September 15, 1909 for traffic to certain points on the Illinois Central Railroad in Central and Western Trunk Line Territory. from the Port of Savannah.* On November 1, 1917, the Southern Railway established class and commodity export rates from Ohio River crossings and St. Louis to South Atlantic ports on the same basis as from these points to Norfolk. In 1918 the United States Railroad Administration established through-export rates, both class and commodity, from Central Freight Association Territory to Gulf and South Atlantic ports on the New York basis.
Up until 1921 import rates were made only through Savannah and consisted largely of commodity rates to interior southeastern points and on some specific commodities to Central Freight Association Territory. The Southern Railway then published import class rates applicable through all South Atlantic ports on traffic moving to the Ohio and Mississippi Rivers, Chicago and other points in Central Freight Association Territory.
The unequal horizontal rate increases of 1920** followed by reductions in 1922, which for a time upset the established port differentials, left the South Atlantic ports with an especially favorable position in so far as competition with the North Atlantic ports was concerned; for as the rate changes of Ex Parte 74 provided for a 40% increase in the rates of the North Atlantic ports, there was an increase of only 331;3% in the rates of the South Atlantic ports, leaving them with a greater differential than formerly.
Following 1922, the South Atlantic ports had lower class rates than New York on export traffic from points in western Central Freight Association Territory. They had lower class rates than the Gulf ports on export traffic from Cincinnati, Louisville, Evansville and Cairo. From Chicago and Milwaukee, the rates to the South Atlantic ports and to the Gulf ports were equal, while from St. Louis, the Gulf ports had lower rates than the South Atlantic ports.
Following 1922, in connection with class import traffic, the South Atlantic ports had lower rates than New York to points in western Central Freight Association Territory. They also had lower rates than the Gulf ports to the aforemen-
*169 r.c.c. 20.
**Ex Parte 74.

tioned territory on traffic originating in foreign countries other than Europe and Africa. On traffic originating in Europe and Africa, however, the Gulf ports enjoyed lower rates to the aforementioned territory than the South Atlantic ports.
This foregoing rate structure of the South Atlantic ports continued with but minor deviations to about 1935.
In 1930, carriers serving the South Atlantic and Gulf ports applied to the Interstate Commerce Commissjon for authority to continue export and import rates between points in Central and Western Trunk Line Territories on the one hand and their respective ports on the other, without observing the long-and-short-haul clause of Section 4 of the Act (Fourth Section Application No. 2040, 169 I.C.C. 13, Dec. 2, 1939). As stated in the application, "The purpose Of the relief is to enable the carriers to participate in the movement of export and import traffic in competition with carriers serving the North Atlantic ports, without reducing. rates in intermediate points." In the application, Central Freight Association Territory was divided into areas east and west of a line from Chicago through Indianapolis to Cincinnati, and specifications were set for the foreign origins or destinations serv~d.
Relief was granted by the Commission and rates were to have been effective March 2, 1932. The rates, however, were suspended in Investigation and Suspension Docket No. 3718. Following proceedings under I.&S. Docket 3718, a decision was rendered December 3, 1934. This decision limited the competitive area for the South Atlantic and Gulf ports in Central Freight Association Territory to that portion of it west of the ChicagoIndianapolis-Cincinnati line, including also a portion of Western Trunk Line Territory. The territory east of the aforementioned line was adjudged to be the natural territory of the eastern lines, and consequently no advantages over the eastern lines were granted to the southern and Gulf carriers in this area.
Modifications were made in supplemental reports which permitted further reductions in rates, but the present day basis of rates in substantially that of the decision in the case of I.&S. Docket 3718. The rates were reduced to tariff form in 1936.
As a result of the decision, long standing "Fourth Section" departures in the general terri-: tory were removed and differentials at the sou-.

32

UBLI 9
IMPORT ALL-.IUJ.J. C.L.6.SS RATJi:S
(In cents per 100 pounds; goYerned by official classification; in effect May 20, 1937)
TO CiUCAGO, ILl.

lrn Shipaide

Claaoee

1

2

3

4

5

Bal tlaore, Md... ....... Boeton. Mas . 6 Jew York:, li.Y .............................. .

l4o
148 148

Jor!olll:, Va. . ... . .... ... . .. .....

l4o

l'h1ladelphia, Pa.. ..... ... ....... ........

142

119

98

127

101

127

101

119

98

121

99

70

49

73

52

73

52

70

49

71

50

Wilatncton, I.e.. . ............... .. ........ .

Charleston, S.C...................

1 SaYannah, Ga. ..... ... ............ .. ....... .
Brun1wi ck, Ga. . . ...... ..... ... Jaclconville, lla ..... .. .. ..... . .... ...

l'enlacola, i'ls. .. . ............ ..... ... ....

Mobile, .Ua ....... ....... ............. Gulfport, Min. ........................... . Paacagoula, Miao .......

"l4o
b 130

" 119 109

11 98
b 89

a 70
b 65

lew Orlean, Le. ....... . ....

Galneton, Texas ... .. ............. .. ....... .

liouston, Texas ......................... ..

Texas City, Texas ....... .. . ......... ..

Port J.rthar, Texaa ............ . ...........

!leaumon t, Texas ...

Orange, Texao . . . . . . . . . . . . . . . . . . . )

6
~
42 39 4o

a b

39 36

TO CINCINNATI. OHIO

Baltimore, lH.............................. .

116

Boeton, Mae a. ................. ... .....

124

New York, N.Y .............................. .

124

Norfolk, Va, . .. .......... ... ,,

116

Philadelphia, Pa....................

118

Wilmington, N,C, ...................... ; ... ..

Charleston, S.C ............................ .

Savannah, Ga ,

Bruna'frllck, Ga............................... .
JaCI<oonville. na. ......................... .

Pensacola, Fla.........

Mo't:Lle, Ala ............................... .. Gulfport, Mi61 ............................ ..

a 116

Pacegoula, lH ............................ ..

b 106

lew Or! llano, I.e. . .............. ........... .. .

Galveaton, Texe8 ............... .. ......

Houston, Te.xa . .. ........

J 'l'uas City, Tena .......................... .
Port J.rtbur, Te:xas . . . . . . . . . . . .

Beaum on t , Texae I ,.,

Orange, Te:xae ...... , ..... ; .......

99
107 107
99
101

a b

99 89

81
s4 g4
81 82
a 81 b 72

58

41

61

44

61

44

58

41

59

42

a 58 b 53

a 41 b 38

32 35 35 32 33
a 32 b 29

TO ST. LOUIS, MO.

Bal-timore, !old. ............. ..

153

Boa ton, Maer:; .............. .. ...

161

lew York, N.Y

161

Norfolk, Va. ..... .. ........

1:,3

Philadelphia, Pa............ ~ .............. .

155

Wilmington, N,O, ... ........ ................ . Charleeton, S.C ............................ . Savannah, Ga. . ...................... Brunewi clc, Ga. .................... Jacksonville, Fla.......................... . Peneacola, .i'la ... . ......... .. ... ; Mobile, J.la .......... ... ................... Gulfport, Misa ........ .... . ....... ......... . Pascagoula, Miee...... . ... liew Orleans, La. ......................... .. Galveston, Texaa .................... Houston, Texas I Texas C.ity, Texas .......................... . Port Arthur, Te:xae ............ ...... ...... ..

l \ a 14o b 130

BeBllmcnt., Te:xaB ... Orange, Te~as ....... .

130

107

138

110

138

110

130

107

132

lOS

a 119 b 109

a 98 b 89

77

54

80

57

80

57

77

54

78

55

a 70
b 65

a 49
b 46

a 39 b 36

a Ratee ahovn apply on traffic imported from Asia, Auetralia, New Zealand, Central America, South America, Philippine Ielands, and Inular poaseeeiona of the United Ststee.

b Ratee ehown .apply on traffic !rom IUrope and Mrtca. ,

w.s. Juthorttyl Agent

Curlett' Tartff I.c.c. ~354 ~d j.gent E.B. !loyd' tariff 1021-0, I.c.c. ll,

33

TABU 9 ( contlrued!

liXPORT ALL-RAIL CLASS RAT:ES

(In cent per 100 poundo; goYernoi b7 official claooifica\ion; ani in effect Ma7 20, 1937) FROM CHI ;AGO, ILL.

To SIUpoid.o

Cl(l81et

1

2

3

4 I

5

6

Baltimore, Md .. , ... ..... .. Botton, 14aes . ........... ..... ...... .. . ... ... New Tork, !1. Y. , . , . , . . . . , , Norfolk, Va ....... . . .... . .. .. .. . .. PIUladelphia, Pa .... .. ... . . . .. . ...
Wilmingt on, ll. C......... ...... ..... .... .... , Cbarleoton, S, C, , , ... .. , , , , ,,, . , . Sa1'annah, Ga . o 0 Bru.nawick, Ga . . o. o Jacksonville, Fla. , . . . . . .... .. .... . ...... .

14o 143 143 14o 141
t~b 125

119 122 122 119 120
a 119
b 104

98 101 101 98
99
a 98 b >19

70 73 73
10
71
a 70 b 65

49 52 52
49
50
a 49
b 46

~~
42
~
a 39 b 36

J 20~ I Miami, Fla . .. . . .. . ... ...... . . .. ..

Tampa. fla .. . ......... . . .. ...... ... ...... Port .Evergladeo, lla ... ....... ... . ... ..

c

c 172

I c 142

I I c 102~

c 75

I c ?l

Port Tampa, fla. , ..... . . .. . , ..... . .... . .. . .

l Penaaeola, Fla . ... . ..... . ...... . .. .... . . .. . . .
Mobile, Ala. . . . ... .. . ... .. . . ........ . Gulfport, Mi10 .......... .... ........ . ....... . Pascagoula, Miu ............... ...... .... . .. . New Orlean a, La . ....... . .. . ... . . . .. .. ... . ... . > a 14o Galnaton, Tex ....... ..... . .... . ...... . ... .. . b 125
HO"J.aton, Tex . . .... .. . ... ... ....... . . ........

& 11,
blO

I I I a
b

98 89

a b

70 65

.. 49 b 46

a 39 b 36

Texae City, Tex . . . . . .. .... .. .. .... .......... .

Port Arthur, Tex . . ........ .. ....... .... ..... .

Beau.mon t, Tex. . ....... . . . ........... . .... ... .

Orange, Tex o

0 0

--J . --------~-------L----~~~------~--~~~ FRO~! CINCINNATI, OHIO

Baltimore, Md . . .................... .. ....... .

116

Beeton , Mass . . . ..... . . ...... .... ......... ...

119

Mew York , N. l ... .. . . ... .. . ... . . . . .. .. . .....

119

llorfoli<, Va .......... ... . . . ... . ............. .

116

r Philadelphia, Pa . . ... . . : .. ... ........ . ... . .

117

Wilmington, N. C. ..........................

Cbar1eoton, s. C.... . . ...... .. . .... . ... . ..

116

SaYannab, Ga .. ..... .. . .. .. .........

101

Brunewi ck, Ga . . .. . . ..... . . ....... ..... .. .. .

Jacksonville, J'la . .. .. ..... . . ... . ... . .....

J Mia:ni, Fla. . .. . ..... . . . .. ..... .. ..... .....
Tampa, i'la .. .... .... .... . .. ....

c 178t

Port lvergladea, Fla .. ... ..... . .... . .... .

Por\ T&.~~~pa, Fla . . . . ......... ... .. . ..... . . ..

Penoacola, fla .. . ...... . . .. . . . . . .... ...... Mobile, Ala . .... ... .. .. . ... .... . .......... Gulfport, Mi08 . .... ... . .. . .. ....... ...... .. .. Pae cagoul!t., Mit a.... . .......... . ... . ... . . ... . !lew Orleano, La. ... . .. . . ... .. ..... . ... ... . . . G'alTeaton, Tex . . ....... ... : . ... ... . ... . . . . . . .
Houston, Tex . ... . . .... .. .. ..... . . . . .. . ... . . . . Te:a:ao City, Tex. ............ . .... ....... ... . Port Arthur, Tex . .. ... .... . ... .. .......... .. . Beau:~.~n t, Te:x. . ......... , . ...... . . . ... .. . . .. .
Orange , Tn. . .. . .... .. . . .. ... ..... ... . I/

.. 116 b 101

99 102 102
99 100

a b

99 84

c 152

a 99 b s4

81 84 84 81 82

a b

81 72

c 125

a 81 b 72

58 61 61 58 59

a b

58 53

41 44 44 41 42
a 41 b 38

c 90!

c 67

.. 58 b 53

a 41 b 38

32 35 35 32 33

a
b

32
29

c 54

a 32
b 29

J'ROM ST. LOU I S, MO.

Baltimore, Md .......... .... ......... .... .... .

153

130

Beeton, Mae e . ... . ....... .... ..... .. . .. .

156

lJ3

Hew Tork, N. T. ............ . ...... .. .... .. .. .

156

133

Norfolk, ' Va . .. . . . . . . .. ... . .. ..... . . . ... . Pb11aielph1a, Pa. ........ . ...... . .. ... .. . ..

15G 15

130 131

}"'~ Wilmington, N, C. ......... ..... .. ..... ~ .. . .. .
Cbarleaton, S. C. ... . . ...... . ..... . . .. .. .. .. Savannah, Ga. . .. . .. . .. . . .

b 125

Brunewick, Ga ......... . ..... ... .. ..

Jackeonville, Fl a . .. , . . .... . . .. ... .. .. . ... .. .

a 11~ b 10

I Mi&.~~~i, Fla . .... ....... .... . . ..
TMpa , fla ... : . .. ..... .. .. . } c 190b

c 162

Port .hergladeo, Fla . . . ........... .. ...... .. .

Port Tampa, 1la. ....... . . . .

Pensacola. lla .... .... ... . .. . .... . . .. . ......
Mobile, Ala, .,....... ... . .. .. . . .. .... Gu-lfport, Miao . . . . . .... ...... . .. . ...... . .. .. . Paa caoula, Mias . . ... . . ...... . .... . ... .. .. .. . liew Orlean a, La . . . . ... . .. . ...... ... . . ... .. Gal Tee ton, Tex . ............ . ... .. ..... . ... . . . Houoton, Tex . . . . . .. .... ........ ...... .. .. .. .. Texao CHr, Tn . .......... .. .... ........ .. .. Port Arthur, Tex ....... ...... .. ............ .. Beauraont, Tex . ...... . .. .. .... ..... . ... . . .... .
Orange, Tex. . .... ..... ......... ... .. ... o o

.. 128 b 113

a 109 b 94

107 110 110 107 108 a 98 b 89
I c 134
a 90 b 81

77

80

80

77

73

..b

70 65

54
57 57
54
55
a 49
b 46

I I c 96!

c 71

a 64 b 59

" 45 b 42

42 45 45 42 43 a 39 b 36
I c 57
a 35
b 32

: Ratl8 app1r !or export to inoular poneoeione of the United Statee, the Canal Zone, Central ani South America, etc. Rat appl7 for export to IUrope ani Africa.
0 -Ra'teo apply !or export to Ouba onlr . llo ra\eo publiohei to Jlurope, Mrlca , or So'.lt!i 'Az:ler1ca.
Au\borit7: Agent B, T. Joneo' I.e.=. 2767 ani Agent I. B. Borio Tarif! 1016-G, I. C. C, 10 .

34

thern ports, which for many years had been unsatisfactory to the southern lines reaching. the disputed territory, were adjusted.
The rates following this decision are shown in Table 9. Representative points in Central Freight Association Territory as indicated in this table are Chicago, Cincinnati and St. Louis. The position of t})e South Atlantic ports in the rate structure is ipdicated in Table 9.
In connection with class exports from Chicago and Cincinnati, the South Atlantic ports were in the same position as Norfolk and Baltimore, except in connection with export trade to Europe and Africa, in which case the South Atlantic ports had a decided advantage. They were, however, on an equal basis with the Gulf ports on all class export traffic from the above-named cities. On class exports from St. Louis, however, the South Atlantic ports had a more favorable position than Norfolk and Baltimore, but a less favorable position than the Gulf ports.
On class imports to Chicago and Cincinnati, the South Atlantic ports were on an equal basis with Norfolk and Baltimore for trade from all foreign origins except Europe and Africa. Imports from these origins took a lower rate through the South Atlantic ports than they did through Norfolk and Baltimore. Imports destined to St. ~uis,. however, regardless of the origin, were rated. lower through the South Atlantic ports than through Norfolk and Baltimore. The South Atlantic and the Gulf ports were exactly -on the same class rate basis in connection with imports
to the above-mentioned cities and in all cases
traffic originating from Europe and Africa .through both South Atlantic and Gulf ports took a lower rate than did traffic from other foreign points of origin.
On August 27, 1934, the railroad carriers peti~ioned the Commission to make certain general mcreases in freighit rates and charges. The basic wage scales which had been temporarily reduced during the period from February 1, 1932 to March 31, 1935, were due to be reinstated after March 31, 1935 and in addition, the carriers were faced with substantial increases in prices of railway ?Iaterials and supplies. These increases in operatmg costs, according to the claim of the carriers in their petition, threatened their net revenue to the extent that they would not have been able
to. meet their fixed charges. The proceedings in
th1s matter were under I.C.C. Ex Parte 115.

As a result of these proceedings, the Commission authorized certain emergency charges to be added to the then existing rates for a period from April 18, 1935' to June 30, 1936, and later extended to expire December 31, 1936. This was intended as a temporary measure and the increases were not to be a permanent part of the rate structure.
Ex Parte 115 was later reopened and certain rate increases were made permanent. These increases, however, were absorbed in the general increases authorized in Ex Parte 123 which became effective on March 28, 1938.
These general increases together with the adjustments of I.&S. 3718 previously discussed are reflected in the rates shown in Table 10 following. This table shows the rates in effect in 1940, just prior to the present war, in connection with class exports and imports between the various ports on the one hand and representative points in Central Freight Association Territory on the other.
Table 10 indicates the following:
(1) The South Atlantic ports have lower rates than the North Atlantic ports with the exception of Norfolk and Baltimore. The latter ports have rates equal to those of the South Atlantic ports in certain cases hereinafter described.
(2) The South Atlantic ports have even lower rates tfian Norfolk and Baltimore on traffic between points in the Central Freight Association Territory and:
(a) Europe and Africa on import traffic
(b) Europe, Africa and the east coast of
South America on export traffic.
(3) On traffic between Milwaukee and foreign countries, the rates through the South Atlantic ports are the equal of those through Norfolk and Baltimore.
(4) The South Atlantic ports have equal rates with Norfolk and Baltimore on traffic between Chicago, Cincinnati or Indianapolis and foreign ports other than:
(a) Europe and Africa in the case of imports
(b) Europe, Africa and the east coast of South America in the case of exports
(5) Rates through the South Atlantic and Gulf ports are equal except on export traffic from Cairo, Ill. and St. Louis, and import traffic solely to Cairo, Ill. in which cases the Gulf ports had the advantage. -

35

~ ( contliJued~

mORT .u.L-RAIL CLASS RATI:S

(In cente per 100 poun!o; govorn&i by official claeoiflcation; ani \n effect May 20, 19)7)

FROM C!II :AGO, ILL.

To Shlpoiie

Claeaea

1

2

3

4 I

5

6

Baltimoro, MJ..

14o

119

.Bo1ton, Mae!\~ . . . . .

143

122

Now York, N. Y. .......... . .. . ..

143

122

Norfolk, Va .. . .... . ... ..... . ..... . ....

14<>

119

Phll.odelphia. Pa. . . ...... . .... . . ... .. . ... . . .

141

120

Wilmingt on , B. C. . . . . .. . ....... ... ..... . . .. . . Charlest on, S. C. . . . . . . . . .... . . . ..... ... .. . . . SaYannah, Ga . . . . ... . .... . . . . ... BNllawtck, Ga. . . . . . . . ........ , Jacksonville. Fla... . . .. . . . . .. . .. . . .. . ... . .. .

t~b 125

8 113
b 104

I 20 ~ I Miami, fla . ..... . ... . .. . .. . .... ... . .. ....... .

Tampa, Fla ... . ............ . .. . . . . . .. . . . . . .. . . Port Everg1adeo, i'la. . .... . .... . . . ........ . . .

c

c 172

Port Tampa, Fla .......... . . .. . . ............ .

98 101
101
98
99

a b

98
~9

I c 142

70
73 73 70 71

a b

70 65

49
52
52
49
50

a b

49
46

I I c 102~

c 75

~~
42
33 4o

I a b

39 36

I c 61

'l Pensacola. Fla . ...... . ...... . ....... . .... . .. .
Mobllo, Ala . . . ..... .. . . . . . ............ . .. . G-ulfport, Misa .. . . . . . . . . .. ... . . . ..

Pascagoula, Mils . . .. . . . .. . ... . .. ... . . . .

New Orleans, La . . . . .. . .. . . . . . . .... . ... .. . . ..

al4o

Gal1'e8ton, Tex . . .. ..... . ... . . . . ... .. . . ... b 125

li O'..laton, Tex . . .. ... . .. . . . .. . .. ... . .... . .. .. .

I a ll~ b 10

I I

a b

98 89

I a b

70 65

I a b

49
46

I a b

39 36

Toxao City, Tox . . . . . . . . ...... . ..... .... .. .. . .

Port Arthar, Tex . . . ................ . .... . . . ,

Beaumont , Tex. .... . . .... .. .... . .. . .... . .... .

Ora.'lge , Tex . .. 0

---J - --------~--------~------~~------~--------~
FRO~! CIN CI IIN.l.TI , 0!110

Baltimo re. !old . . . ..... . .. . ... . . ...... .... ... .. Boston, Mas~ . . . . . ... . . . . . .. . .. o Mew York, !1. Y. ........... .. ..... ... . ... .. . .. Norfol k , Va , ........ .. . . .... . .... .. ... . Philadelphia, Pa . .. .. . .. .... . . .... . .. . . . ...
liUmtngton, ll. C. . . ...... .. .. ... .. ..... . ... .. Charleot on, S. C . .. . . . .. . ... . . . . SaTannah. Gn .. . .. .. .. . . ... . . . . Brunswick, Ga . . ....... . .. . . . .. . .. . . . .. . .. . .. Jacksonville, Fl a . .. . . . . ....... . ..... . .....

116
119 119
1 16
r117 116
101

Miut, J'lo. . .... . .... . .... . .. . . .. . . . ...

J Tampa, i'la . .. .. . ... . . . .. .. . ... . . .. .. . ...... .
Port lverg1aJ.es, Fla.. . .. . . . . . . . . . . . . .. .. .. .

l7Si c

Port Tampa, Fla ... . . .. . .. . .. . . ........ . . .. .. .

Peneac ola, Tla .... . . . .. . . . . . ... . ... . .. . . . . .. .

Mobile, Ala ...... . .. . ........ . .. . . . . . ... .

!: Gulfport, Mi ..... .. .. . .. ... . . .. . . . ........ . . .

Pae cagoula, Mise . . .. . .... ... .. .. . .... . ..

New Orleane, La . . . . .. . . . . .. . .. .. . . . ....

G'alYeaton, TeX ...... . . .... . . . . . . . . . . .

116

Houet on, Tex ... . .... . . ... . .. ... . . .. .

101

Texaa City. Tex . . .. .. .. . . .. . ... .. . . ... .. .... .

Port A:rtbur, Tex . . .. . .. . . . o
! .Beau!!! Jnt, Tex ........ . . . . .. . . . . . . .. . . ..
Orange . Tex . . . ....... . . . .. . . . . . .. . .. . ....... . /

99 102

102

99

100

.

b

99 84

c 152

a 99 b 84

81 84 84
81 82

a b

81 72

c 125

a Sl
b 72

58 61 61 58
59

a b

58

53

41 44
44
41 42
a 41 b 33

32 35 35 32
33

a b

32 29

I c 90~

c 67

I c 54

"b 58 53

a 41 b 38

a 32 b 29

!"ROM ST. LOlJ I s. MO.

Bal ttmore, Md . . . . . . .... .. .... . ..... .. .. . . . .. .

153

BoBton, M.a.ea . ... . ... . . .. .. , . . .. . .....

156

Now York. N. Y . . . . . . . .. ... .. . . . .. .

156

Norfolk, Va . . . . . ... ... . .. . ... .. . . . . ... . . . . . . .

15~

Philadelphia, Pa. .. . . ... . .. .... .. . . . ... . .

15

J: Wihingt on, N. C....... . ..... .. ... . ... .. ... ..

Charleaton, S. C. . . .. . ... . .. . .. ... .... . ..... .

14<>

Savannah . Ga . .. . . . ... .. .. . . . .. . ... . .. .

125

I

Brunswick, Ga . ... . .. . .. . . . .

Jackoonvillo, Fla . . . . . .. . . .... . . ... . . . . . . .. .

11181111, Fla ....... . .. . .. . .... . .. ... .. . . ... . . . .

I Ta:!!pa.. fla . . . . . . . . . .... . . . ... . ... . ... .. .... .
Port Jl:nrglad.et, Pl e.. .. ........ .. .......... ..

}

c 190Q

Port Tampa, Fla . . . .... . . .. . . . . . . .. .. .. . . .. .

l. Pensacola, Fla. . ... . . . . . . . .. .. ... . . . .... . . .. .

Mobile, Ala . . ... .... . .... . .. ... . . . . . . ..... . . ..

Gul!port. Mtao . . . . . .. ... . . . .. .. . . .. . . .. . . .. . .

Pascagoula, Mles . . . . . .. . . . . .. . . .. ...... . .. .

Now Orleans, La. . . .. . ... .. .... . . . .. . . . . . .. .

GalYeaton, Tex . . . . .. . . ..... .. . ... . . . . , .. .... .

128

I Houston, Tex .. . .. . . . . . . . .. . . . . . .. , . , .
Toxae City, Tox . . . . ......... . ......... .. . ... .

b 113

Port Arthur, Tox ............ .. .... . .. . .. .... .

J Beaumont, Tex . . , . . . . . . 0
Orange, Tex. . .. . .. . . .. ... ..... . . . . .. . . .. . . .. .

130 1J3 133 130 131
a 11 3
b 104
c 162
" 109 b 94

107 110 110 10 7 108 a 98 b 89
c 134
a 90 b Sl

77
80
80
77
7S
. 70 b 65

54
57 57 54 55
a 49
b 46

c 96i

c 71

a 64 b 59

" 45 b 42

42 45 45 42 43 a 39
b 36
c 57
a 35 b 32

: Rat eo apply !or export to inoular p o teoosione of the l.Jni ted Statoo, tho Ca~a.l Z o ~e. Cen tral ani So,>t!: America, otc. llatea apply for uport to JUrope and Africa .
c lla"too apply tor export to Ouba only. No ratot publ1oho1 to :&uropo, Africa. or S'J"-t!: .t.l:\ori ca .
.t.uthor1tr: ~ent B. T. Jonoo' I.C.C. 2767 ani .l.gen t ll:. B. B o yi~ To.riff 1Ql 6-0. I.C.C . l C-

34

tbern ports, which for many years had been unSatisfactory to the southern lines reaching the disputed territory, were adjusted.
The rates following this decision are shown in Table 9. Representative points in Central Freight Association Territory as indicated in this table are Chicago, Cincinnati and St. Louis. The position of the South Atlantic ports in the rate structure is indicated in Table 9.
In connection with class exports from Chicago and Cincinnati, the South Atlantic ports were in the same position as Norfolk and Baltimore, except in connection with export trade to Europe and Africa, in which case the South Atlantic ports had a decided advantage. They were, however, on an equal basis with the Gulf ports on all class export traffic from the above-named cities. On class exports from St. Louis, however, the South Atlantic ports had a more favorable position than Norfolk and Baltimore, but a less favorable position than the Gulf ports.
On class imports to Chicago and Cincinnati, the South Atlantic ports were on an equal basis with Norfolk and Baltimore for trade from all foreign origins except Europe and Africa. Imports from these origins took a lower rate through the South Atlantic ports than they did through Norfolk and Baltimore. Imports destined to St. Louis,. however, regardless of the origin, were rated lower through the South Atlantic ports than through Norfolk and Baltimore. The South Atlantic and the Gulf :ports were exactly on the same class rate basis in connection with i~ports
to the above-mentioned cities and in all cases
traffic originating from Europe and Africa through both South Atlantic and Gulf ports took a lower rate than did traffic from other foreign points of origin.
On August 27, 1934, the railroad carriers petitioned the Commission to make certain general increases in freight rates and charges. The basic Wage scales which had been temporarily reduced during the period from February 1, 1932 to March 31, 1935, were due to be reinstated after March 31, 1935 and in addition, the carriers were faced with substantial increases in prices of railway ~aterials and supplies. These increases in operatIng costs, according to the claim of the carriers in their petition, threatened their net revenue to the extent that they would not have been able to meet their fixed charges. The proceedings in this matter were under I.C.C. Ex Parte 115.

As a result of these proceedings, the Commission authorized certain emergency charges to be added to the then existing rates for a period from April 18, 1935 to June 30, 1936, and later extended to expire December 31, 1936. This was intended as a temporary measure and the increases were not to be a permanent part of the rate structure.

Ex Parte 115 was later reopened and certain rate increases were made permanent. These increases, however, were absorbed in the general increases authorized in Ex Parte 123 which became effective on March 28, 1938.
These general increases together with the adjustments of I.&S. 3718 previously discussed are reflected in the rates shown in Table 10 following. This table shows the rates in effect in 1940, just prior to the present war, in connection with class exports and imports between the various ports on the one hand and representative points in Central Freight Association Territory on the other.

Table 10 indicates the following:

(1) The South Atlantic ports have lower rates than the North Atlantic ports with the exception of Norfolk and Baltimore. The latter ports have rates equal to those of the South Atlantic ports in certain cases hereinafter described.

(2) The South Atlantic ports have even lower rates tfian Norfolk and Baltimore on traffic between points in the Central Freight Association Territory and:

(a) Europe and Africa on import traffic (b) Europe, Africa and the east coast of

South America on export traffic.

(3) On traffic between Milwaukee and foreign countries, the rates through the South Atlantic ports are the equal of those through Norfolk and Baltimore.
(4) The South Atlantic ports have equal rates with Norfolk and Baltimore on traffic between Chicago, Cincinnati or Indianapolis and foreign ports other than:
(a) Europe and Africa in the case of imports

(b) Europe, Africa and the east coast of South America in the case of exports

(5) Rates through the South Atlantic and

Gulf ports are equal except on export traffic

from Cairo, Ill. and St. Louis, and import traffic
solely to Cairo, Ill. in which cases the Gulf ports

had the advantage.



35

TABLE 10 RAILROAD RATES I111port all-rail cluo rates from ohipaide at llorth Atlantic, South Atlantic, and Oul! porta to representative points in Central height Association territory. (In cento per 100 poWldo: governed by official classification)

Claeeea

2

3

4

6

To Chica.go, Ill., from-

Botton . .. 162

139

111

Philadelphia 156

133

109

liorfolk 154

131

106

New York . ... 162

139

111

llalUBore ... .............. .... . 154

131

108

Soutlulrn porto In groupo 1,2.3 & 5:

Ab .............................. . 154

131

108

ll b . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 144

121

99

To Cincinnati, Ohio, from-

Boston ................................. . 136

117

93

Philadelphia ........................ .. 130

111

91

Norfolk ............................. .. 128

109

90

Nev York. ........................ . 136

117

llaltlmoro ..........................a.. 128

109

93 90

South9;n porto In groupe 1,2.}, & 5:

w

! 128 b ::::::::::::::::::::::::::::::: 115

109 99

90 51

C\ To Cairo, 111., from-



Boat~n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

154

123

Philadelphia ............... ,. ....... .. 174

148

121

Norfolk ............................. .. 172

146

120

New Tor&: : 150

154

123

.Balttonore. , 172

146

120

Southtrn ports In groupo 1,2,4 3

!b ::::::::::: ~:: ::::::::::::::::::

128 118

109 99

90
8~

Southbrn ports In groups 5:a

!b:::::::::::::::::::::::::::::::::

141 131

120 110

99 90

To :iva.naYille, Ind from-

Boston ................................ . 166

142

114

Philadelphia ... , .................... .. 16o

136

112

llorfollc ............................. .. 155

134

111

New York ............................. . 166

142

114

Balttruore . 158

134

111

Sou\he"n porto in groupo 1.2.}, &5:a Ab ............................... .

141

120

99

jb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

llO

90

To IndianapolUJ, Illd., from-

Boeton . , . ... 149" 128

102

Philadelphia ....... , ................. . 143

12.2

100

Norfolk. ........................ . . . 141

120

99

llev Yorlc ............................. . 149

128

102

Baltimore .~ ................. . 141

120

99

Southern porte in group 1.2,3. &5:

~::::::::::::::::::::::::::::::::

141 131

120 110

6

60 78

5.,.7, .

45 43

77

54

42

60

57

45

77

?4

42

77

54

42

72

51

39

67

46

38

65

46

36

64

45

35

67

4g

38

64

45

35

64

45

35

59

42

32

89 67

63 61

~

86

6o

47

89 86

63 6o

~

64

45

35

59

42

32

71

49

39

66

46

36

52

58

46

so

56

44

79

55

43

82

58

46

79

55

43

71

49

39

66

46

36

74

52

42

72 . 50

4o

71
74

49
52

4~

71

49

39

u ~6 ~6

Cla

2

3

~

5

6

To Louiartlle .Ky., from-

Boeton ................ .: ................ . 153

131

105

76

54

43

Philadelphia ........................ .. 147

125

103

74

52

Ill

llor!olk ............................. .. 145

123

102

73

51

4o

N8w York ................................. . 153

131

105

76

54

43

Baltlrooro ............................ . 145

123

102

73

51

4o

Southern porte 1:1 groupe 1.2,3, & 5:&

Ab ............................... .. 128

109

90 64

45

35

Bb ................................ . 113

99

81

59

1;2

32

To Milwaukee. Wie-. from-

Boston ........................ . 162

139

111

80

57

45

Philadelphia ......................... . 161

136

114

82

56

44

Norfolk ............................. .. 159

134

113

81

55

43

!lev York ............................. . 167

142

116

g4

58

46

Bal tll'll.ore ............................... . 159

134

113

81

55

43

Souther' porte In groapo 1.2, & 3:a

! 159 b ::::::::::::::::::::::::::::::: 149

134 124

~~

81 76

55 52

43 4o

Southet;n porto In group 5:a

! 159 b ::::::::::::::::::::::::::::::: 159

134 134

113 113

61 81

55 55

43 43

To Peoria, Ill., from-

Boaton . o .o ............... o o o o o.

171

147

117

55

6o

4g

Philadelphia ......................... . 165

141

115

83

58

46

Norfollc ....... , ..................... .. 163

139

114

82

57

45

llew York ............................. . 171

147

117

85

6o

48

Balti11ore . o , 163

139

114

82

57

45

Souther' porto in groupo 1,2,3, & 5:a

! b :::::::::::::::::::::::::::::::

~4::

131 121

108 99

77 72

54
51

42 39

To St. Louie, Mo., !rom-

Boston .... o o .... 0 o .....

176

151

121

87

62

49

Philadelphia ......................... . 170

145

119

85

6o

47

llorfolk ............................. .. 168

143

118

84

59

46

New York . 0

176

151

i21

87

62

49

Bal tir;ore .... o .... 0 o

168

143

118

54

59

46

Sout~rn porta in groupe 1,2,3, & 5:&

!b::::::::::::::::::::::::: :::::::::

154 144

131 121

108 99

77 72

54
51

42 39

(a) Group 1 porto include Gulfport, llobile,, New Orleans and group, Panama City, Pasca-
goul-a., Pensaeola, and others. Group 2 ports include _GalVeston, Houston, Texas City, Clinton, Freeport, Brazosport, and others; Group 3 porta .incl.ude Port Arthur, Beaumont, Lake Charles, Orange, and others. Group 5 ports include Bnmswic.k,~ Charleston, Fernandina, Jacksonville, SaTannah, Wilmington and others .
(b) "A" indicat<>s that rates are applic~ble 011 !traffic l.Aported from Canal Zone, Cuba,
insular posseaal.ona of the United States, and all origins not in the United States ( including Alaska), Canada (inCluding l:t-iJllol Edward Ialand, Hew BrWlswick, and Nova Scotia), New-
foundland, Euro}>el, .lfrica, and the Isl,omds of Miquelon and St. Pierre. B" indicates that rates apply on traffic imported fro:n Europe and Africa.
Tariff authorities: Agent Joe. Hattendorf's I. C. C. 40, in effect JWle 8, 1940; Agent I.N. Doe's I.C.C. 362, in effect lia7 ;z;z, 1940, and Agent J.S. Curlett's I.C.G. A-574, in effect Apr. 12, 1940.

~ -ooruimD
Rll!JIO.Ul R.lTI:S ...port all-rail claae rate1 to 1hipdde at North Atlantic, South 'Atlantic and Gulf Porta from repre1entatte points in Central J'reight ~eoelation territory
On cento p41r 100 poundo; governed by official c1us1!lcat1 onl

C1ao . . o

1

2

3

1j

5 6

Cla
2

froa Chlcago, Ill. to-

Bo...lton ...... ... .. 157

134

111

Hew York 157

134

111

Pblladolphla .......... .. .. . .......... . 155

132

109

Balthoro ............................ . 154

131

108

Norfolk .......... . ....... 154

131

108

Sout~rn porta in grouye 1,2,)&51&

4 ............. .. ................ .. 154

131

108

Bb .......... . . . ..... . ............ . 133. 116

99

Southern por t tn group 4ac ....... H 2l&t 184

152

frotl Cairo, Ill. to-

Bolton ...... 175

149

123

llew York .............. . ........... 175

149

123

Philadelphia ........................ .. 173

147

121

Baltimore ....... 172

146

120

Norfolk .............. . .............. .. 172

146

120

::Southern porte in groupe l,~,&Jra

::::::::::::::::::::::::::::::::

128 113

l~~

90
Sl

Southern porta in group 4ac , , , , 190* 162

134

Sou tl".ern porto in group 5: a

4b .............................. .. 141

120

99

Bl> ....... ._. ....... . .... ; ......... . 126

105

90

Prom Cincinnati, Ob!o to-

Boaton ... 131

112

93

llo-.. York ............................. . 131

112

93

Philadelphia . . . .. ... 1Z9

110

91

Balt111ore ............................ . 128

109

90

lorfolk ............ _... . . . ....... . ... .. 128

109

90

Southern porto !n groupo 1,2,3,&51

A.b ............................... .. 128

109

90

Bb, ............................... .
Southern porta in group 460 . . . . . . . . . . . .

i~

16~

81
134

from hutvllle, Ind. to-

Boeton . . 161

137

114

lew York ............................ .. 161

137

114

Philadelphia ...... . ................. .. 159

135

112

Baltimore ............................ . 158

134

lll

liorfolk .............................. . 158

134

111

SoutC.ern porto !n groupo 1,2,3,&5:8

4b ................................ . 141

120

99

Bb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 126

105

Sou th.ern port e. in group 4e.c 20_3! 173

1~

rrom Ind!anapol!e. lnd. to-

Boa ton 144

123

102

lew York ............................. . 144

123

102

' Philadelphia .......... . . . ........... .. 142

121

100

Be.l tim.ore 141

120

99

Norfolk ............................. .. 141

120

99

Soutr.grn porto in groupo 1,2,3"'51..

4 ............................... .

120

99

Bb ............................... . Sout!.ern porta in croup 4e.c .......... ..

105

90

173 143

80 80
78 77 71
11
72 1091-
39
89 87 86 86
611
~
71
66
67 67
~~
64
64
~
82 82
80 79
79
71 66
10_3!
74 74 72 71 71
71
66 10_3!

57 57
~
54

54
51
80

63 50

63 61

~

6o 47

6o , 47

45

35

42 32

71

57

49

39

116 36

48 38

4g

38

116 36

45

35

45

35

45

35

42 32

71

57

58 46 58 46
56 44
55 43 55 43

49

39

46 36

75

61

52 42

52

42

~

4o
39

49 39

49 39

46 36

75

61

lr011 LouiiTille, ly. to-

Boeton .... ..... Jew York ............................. .

126

105

126

105

54

43

54

4J

Philadelphia . . ....................... .

124

103

52

41

Bal tlmore ..

123

102

51

4o

Norfolk .............................. .

123

102

Soutb.fn ~ort1 in groupe 1.2,3.&:5:&

!b ::::: :::::::::: :::::::::::::~~::

128
113

Sou them port ln group 4 ~ 1901

109
1~~

90
81
134

lrom Hllwaulte&, Wle. to-

51

4o

45

35

42

32

71

57

Boeton .. . o 164

14o

116

84

58

46

!lew Yorlc .................. _......... . 164

14o

116

84

58

46

Philadelphia ........................ .. 162

138

114

82

56

411

Baltimore ................... , ........ . 161

137

113

81

55

43

llorfo1k .............................. , 161

137

llJ

31

55

43

Southet;n porto in groupo 1, 2, & 3:

.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 161

137

113

81

55

43

Bb ............................... , 146

122 .loll

76

52

4o

SoutO.rn porta in group 4ac .......... . 22Jt 190

157 113-i

81

65

Sout~rn porta in r;roup 51 a ......... ..

4 ................................ . 161

137

113

Sl

55

43

Bb . . . . . . . . . . . o oo . . . . . . . . . .

161

137

113

81

55

43

from Peoria, 111. to-

Bo1ton o. o. o 166

142

117

85

60

48

166 lev York o o.

142

117

85

60

48

Philadelphia , , ..................... . 164

l4o

115

83

58

46

Bal tlaore o o. o., 163

139

114

82

57

45

lorton _.. 163

139

114

82

57

45

Sout~rn porto in groupo 1,2,3,o1o51a

!b:::::::::::::::::::::::::::::::::

154
139.

131 ll6

108
99

77 72

54
51

SoutO.rn porto in group 4ae ......... .. 21&t 184

152 L09t

80

42
~

fro11 St. Louil, Mo. to-

Boaton ., 171

146

121

87

62

171 Jew York:

146

121

87

62

Philadelphia ................... , .... .. 169

144

119

85

60

Baltlaore . 168

143

118

84

59

lor!o111: .........................., .. .. 168

143

118

84

59

Sout.~.n.t...p.o.r.t.o..i.n.g.r.o.u.p..o..1.,.2.,..&..3.1..... 141 120

SoutJhebrnportoingroup4u . .

126
20_3!

105
173

99 71

l~~

66
10_3!

49
46
75

Sout~rn porto in group 5:a

!b:::: :::::::::::::::::::::::::::::

154
139

131 116

101! 99

77 72

54
51

42
39

(a) Grau.p _l portt tnclu.d.e Gulfport, Mobile, lev Orleane a.nd sroup, Pa.nu.a City, Paeeaqoula, Paeacola, and other. Group 2 port. include Ga.lton, Houaton, fes.aa Olt7, Oltnton, J'ree-

port, irat.o.-port, a.nd otL.ert. Group 3 porte include Port Arthur, Beaumont, Lake Charlea, Orange, and othera. Group 4 porte include Miami, Port Jyer:l:l 'I"Utpa, Port Tampa, and

otr.ero. Group 5 per to lncl\od.e BrUl>ovick, Charleoton, rernand.in&, JackoonYi11o, S..Y&Illl&h, Wilmington, &nd othero,

(b) "A." lr.dic&teo t!".&t ratu appl)l' on traffic for export to Canal Zone, Cuba, Insular Pooeeuiono of the United Statoo, and all deotinationo not in the Unite<! Statu (including J.laolta), Canada, ( lnolu.iing Prince li:dward I.land, !lew Brunawlcki NoTa Scotia), liew!oundland, Iolande of Miquelon and St. Pierro, :r.,rope, Africa, and le.et Coaot of South America, "11 1 indica teo

ttl.&t ratee apply on tra.tfie for erport to ~rope, &frlca., and the eaat coast of South .&.merica.



(c) Ratea apply on tra.!flc to llorlda per to for export to Cuba, a.loo to Miami for export to the Bahama Iol&ndo. ~arlff.autnorltieo, Agent B.T. Joo01' l.C.C. 2767 in effect A.pr. 15,194o and Agent Joo. llattendorf'o I.C.C. 33, in effect Juno 12, 194o.

~ ALL-RAIL CLASS RATES F!!W. SHIPSIDE AT NORTH ATLANTIC, SOUTH ATLANTIC AND GULl PORTS TO REPRESZNTATIVE POI!ITS IN WESTERN TlllJllX LI!B 7DRI1'01iT
(In cent a per 100 poundo: governed by o:f'fici&l clauiftcation unleao otherwiae noted)

Olaaou

l

2

4

5

6

To Siou:x City. Ia . from

Boton No rfol

k...................................

258 250

219 213

11!1 175

130 126

New York
. Baltimore





S~<1thcrn
..A
.. * 11

po..r..ts.....i.n.....g..r.o..u...p...1....: .......................... ........

* . Southern porte in group 5:

..A
B

,*f'





258 250
~Gg
250 250

219 213
212 202
212 212

l81 l75
175 166
175 175

130 126
138 133
138 138

To O:~Aha, ~leb . , from

w
00

3oston

Norfolk New York



..........

...

......

.....

..........

. Ba ltimor e
So>them p:)rts ! n group 1:

..A
.. * B

......................... ......

.. ' . Sou t hem porta ! n gr oup 5:

..A ~

B II

~~ ~~
244 234
244 244

214 208 214 208
207 197
207 207

176 172 176 172
171 162
171 171

12, 12 12, 12
134 ~29
134 134

To fHnneapolia, Minn., from

Bos ton Norfolk

..

.......

.

.

.....

...

..

...

........

...

239 231

203 195

166 163

120 117

,J

No.Bal

York ttmore

.

.

.......

..............

...

..

...

.

.

.... . So

ut h
A
B

e

r

n

p
....

.o..~r..ts....

I.n...g . ...

r.o..up..1.:.... .. ...... ..

..

....

..

......

..........

....

. Southern
..A

porte
.. ...

..!n

..B

groo.1p 5'

..

..
..

..
..

...

...

...

..

...

.

....

239 231
231 221
231 231

203 195
195 185
195 195

166 163
16a 15
163 163

120 117
117 112
117 117

To Dul\l th. Wh., from

Boston 239

No'rfollt New York

...

. . .

Baltimore .....

Southern porta

... ...
in

. ... . ... . .. .. .. .. ... .... . .
group 1 :

.. ..

... ...

....... .......

231 239 231

203 195 203 195

166 163 166 163

120 117 120 117

A 11



. Southern

.. ....


fOrte in

.group-;:







A
..B

...................... .. ............

231 221
231 231

195 185
195 195

~~
163 163

117 112
117 117

91

72

881 69
9i 72

55

69

911 109

94 94

gr

67

87

69

gr

67

87

69

92 89

92 92

84 66

81

63

84 66

81

63

81

63

78

6o

81

63

81

63

g4

66

81 6)

84

66

81

63

81

63

71!

6o

81

63

81

63

Group 1 porte include Gulfport, Mobile, New Orleans and group, Panama Cit7, Paacagoula,
Pensacola A.nd otheril'. Group 5 ports include Brunswick, Cha.rle&ton, 1ernand1na, Jackson-
ville, Savann.&h. Wilmington, and others. "A" lnd~het rates are applicabte on traffic I!I!ported from Canal Zone, Cuba, Insular pooseodono of the Unl ted States, and all origin a not in the Unl ted Statu (lnc1udi!ll; Alaaka), Canada (including Prince Edward leland, !lev Brunaviclc and Bo..a Scotia), liewfounliland, furope, Africa, and the Ialands of Miquelon and St. Pierre. 11 indicates th<lt ratea apply on traffic i!I!ported from a..rope aod Africa. Ind1catee Western Claee1flcat1on.
TarHf au~noritteo: Agen~ Joe . llattendorf'a t.C,C. 52: Agent Joo. llattendorf'e I.C.C, 10. \I!. .u.,\ 'lla:r <!2, 1.~: .ni. .lo&U>\ w. s .. tN.rlet~' t.c.c. A.-767.

~ ALL-RAIL CLASS RATES TO SHIPSIDi: AT BOR'I'I! ATLAITIC, SOUTH ATLAI'flO AND GULl PORTS FROM REPRJ:SENTATIVJ: POIHTS Ill 'o'iSTIRII THUn LIBJ: 'l'J:RIU!On
(In cent a per 100 poundo: governed by official cla..1f1cat1on)

Claeaea

1

2

3

4

5

6

lrom Siou City, Ia-. to

Booton

lew York B&ltimore







. llorfollc

Southern porta in group l:

..A

..B
Southern


porte


in group




5:



















A B

............................. ....-.

253 253 250 250
250 235
250 250

216 216 213 213
213 198
213 213

178

121!

178

121

175

125

175

125

175

1~

166

120

175 ~25 ,

175

~

,0 90 gr 57
87 84
gr
87

71 71
6s
65
6s 66
68 68

J'rom Omaha, Heb to

Boston

!lew !orlt

Bal tlmore
N")rfclk .

......

...

....

..

..

.

.......

..

..

.

..

.

. Southern porta in groJ.:p l:

.1.

..B
. Sou.tt.

ern


port6




in


gr c'lp

5:























A
..1!

..................................

247 247
244
244
244 229
244 244

210 210 207 207
207 192
207 207

174 174 171 171
171 162
171 171

125
125 122 122
122 117
122 122

58 88 85 85
85 82
85 55

10 10
67 67
67 64
67 67

lrom Minneapolio, Minn., to

Boeton 236 201

lev York B&lttm cre

..

..

..

..

........

. ......... .. ....

Sorfclk ....... .. .. ....... . ..... .. ... . ....

. Southern porta In group: 1

A
..B

... ..........-.... .................

.s: Scu tt.ern porte In grc\lp

A
..B



..................

236 233 233
233 218
233 233

201 198 13g
1'18 18 3
198 13e

166 166 163 163
163 154
163 163

120 120 117 117
117 112
117 117

84 g4 51 81
81 78
81 81

66 66 63 63
63 6o
63 63

froQ Duluth, \I t a., t o

Boston 239 203 167 120

lie., !ork - B&l tl~rore -
. Norfoll<
Southern porte In group 1:

..A
.. . 11

...................







Southern porto in group . 5:

..... . ........... ........ ..... .... .. ...

..B

239 236 236
236 221
236 236

203
2')()
200
2'JO 1 85
200 200

167 164 164
164 155
164 l.4

120 117 117
117 112
117 117

84 g4 81 81
81 78
81 81

66 66 63 6}
63 6o
63 63

Group 1 porte includ e G-J.lf~o rt. Mobile, llev Orlea.nw ar. d gr ou-p. P M as:.& Cit,-. Paecagoula.,

Pensacola e.od o tbere. Gr':)up 5 porte tc.clu.1e B:ru..nev1.ck:, Charleeton, Fernandina, JackeonTille,

Savann&ll., Wilmington. aod othero.



~c&tea that rates apply on traffic for erport to Canal Zone, Cuba, I:nsu1ar Poueeoio111

of the Un1 ted Sta tee. an1 all deatication s cot in tte United States (including Alaolc&), Canada

(including Prince Edward Ioland, Nev Brunsw!ck o.n1 !leva Scot!.a), llewfoundl.and, lolanda of Mt~uelon &nd St. Pierre, lurope. Afr1ca.. a.n1 th e east coaet of South America. "B indicate

thet rates apply on tr~fic for erport tc Europe. lirice , a.l'~ tl:;e eaat cout of South America.

Tariff autborltlee: Agent V. S , Curlett' l. C.C . A.-767 and J.t:ent J os, Hattendorf' I.C.C . fi2.

(6) Through the South Atlantic and Gulf ports export rates to Europe, _Africa and the east coast of South America and import rates from Europe. and Africa are generally less than the rates to and from other foreign ports. There is, however, an exception in the case of traffic to and from Milwaukee through the South Atlantic ports, for which the rates from and to all foreign ports are the same.
The position of the South Atlantic ports in the rate structure, just prior to the present war, with respect to traffic between points in the Western Trunk Line Territory, on the one hand, and foreign countries on the other is shown in Table
-11.

From this table the following is indicated:

(1) The South Atlantic ports have lower class

rates than the North Atlantic ports with the ex-

ception of Norfolk and Baltimore.



(2) The class rates of the South Atlantic ports, Gulf ports, Norfolk and Baltimore are equal, except that on imports from Europe and Africa and exports to Europe, Africa and the east coast of South America, the Gulf ports have the lowest rates.
To summarize the position of the South Atlantic ports in the export and import freight rate structure, we call attention to Plate 13 which shows the tributary and competitive areas of the various port groups of the eastern United States. The analysis shown on this plate is based principally on export and import rates. There are limitations to this method of analysis which are at once apparent to the experienced traffic man. Others should use the map with caution and always in conjunction with the text and rate tables. For example, Gulf ports have lower rates depending on the foreign origin or destination in certain instances, and again, there is a special class expott-import tariff, applying to Mobile and adjacent ports, which covers territory in Tennessee and Kentucky.

Ocean Rates

Ocean rates for other than domestic trade are intimately related to export-import rates as they form part of the total charge from origin to destination.

Before 1900, independent carriers made their own rates and at times these were arrived at in conjunction with railroads. An earlier practice had been for the railroad to quote a through-rate from an interior United States origin to a foreign

destination and also through foreign agents to quote rates from a foreign port to an interior United States destination. This has been noted previously in conection with export and import railroad rates.
About 1901, certain ocean carriers, operating out of certain British ports, such as Glasgow, London, and Liverpool, in an effort to stabilize the fluctuating rate situation, made certain rate agreements or tariff "compilations" which fixed uniform rates for commodities for definite periods of time. This arrangement continued until about 1918 when the conferences were established in about the same form as they are retained today. Formation of conferences was stimulated by war conditions and by the action of a shipping board which was established under the Shipping Act of 1916, when the Shipping Board encouraged the establishment of conferences in an effort to simplify management and to further stabilize ocean rates.
In 1924, the situation was as follows: Ocean rates to the United Kingdom ports were under the jurisdiction and control of the North Atlantic United- Kingdom Freight Conference. Ocean rates to continental ports were under the jurisdiction and control of the North Atlantic Continental Freight Conference. Trans-Atlantic freight rates from North Atlantic and South Atlantic and Gulf ports were under the jurisdiction and control of a joint conference committee composed of North and South Atlantic and Gulf conferences who acted as a unit in connection with these rates.
In setting up rates, commodities were classed: (a) North Atlantic initiative commodities (almost all general cargo) ; (b) South Atlantic and Gulf initiative commodities (mostly cotton, cotton by-products, and naval stores); and (c) neutral commodities. The initiative commodities were those commodities substantially peculiar to a given district, and on initiative commodities, a conference could change rates wthout reference to the other conferences. Neutral commodities were those which were not considered peculiar to any one district and rates on these could not be changed without obtaining a concurrence of the other conferences.
Rates were set up on a fixed differential basis. An example of this is as follows: North Atlantic -0 cents; South Atlantic-71!2 cents; and Gulf15 cents. The differentials were added to the North Atlantic rate which was taken as a basis.
This situation continued until about 1926 when

39

f.W.I ;f_ .Al'PD])Il 0.2 (Southern Clau Jate lnnoUptton, I.C.C. Report Jo. 1Jli91J)
IIAXIIIUJC JIIS1'-CLASII iATES J.PPROVJD II THIRD SUPPLDIEI!T.AL UPOR!r Bl!l'WD CDWI :IASTIIII D! POIBTS .ABD SOUmiiiB GROUPS SIIOWII UT J.PPDDIX 1-2
(Rat.. are 111 conto per 100 poun4o)

South.. n Group

Balt1aoro
All Water rail ancl
rail

Phillldelphla
All Water rail aacl
rail

- York

B~tcm Alb&ll7 P.roTldenoe

.Ul Water All Yater All Yater

rail ancl rail u4 rail anil

rail

rail

rail .

!lfra011oe
All !Yater rail and
rail

Watartow
All Yatu rail and
rail

Sollthena Group

Ogdenaburc Roch..ter J ohnoonburc Altoou

Cumberland llarrhburg Ralldlng

.Ul Water All Water All Yater All Yater All Yattll' All Yater All

rail ad rail and rail &nil rail &nil rail and rail and rail

rail

rail

rail

rail

rail

rail

Yater and rail I

II .. (1) (1) (1) (1) (1) (1) (1) (l) (1) (1) (1) (1) (1) (1)

1 (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1)

3 (1) (1) (l)

2 (1) (1) (1)

1 ....... (1) (1) (1)

7 ....... 1117 1113 155

6 ....... 1117 5-J. ..... 154 S-J. ..... 1511

...i~i 11225 162

7-B ..... 163 150 171

1!-B . . . 163 l6o 171

9 .. . .... 165 156 17}

9-J. ..... 172 156 1110

9-11 ..... 172 . 163 1110

10 ....... 178 171 186

(1) (1)
(.1..)
i60
i6j
i6s
168 175 1113

(1) (1) (1)
163 163 170 170 179 179 1110
187 187 193

(1) (1) (1)

(1) (1) (1)

(1) (1) (1)

156 1110 168

163 1110 175

16c 187 172

i6~

187 195

175

17 195 186

1611 196 1110

1611 203 1110

175 203 187

183 209 195

(1) (1) (1) (1) (1) (1)
1110 176 1110 187 1110
187 195 1112
195 193 196 187
203 1117 203 1911 209 202

(1). (1) (1) (1)
... (1) (1)
185
185
193 189 193 202 192 202 206 198 2111 1911 2111 205 2111 209

(1) (1)

(1) (1)

......... (1) (1)
191 191 199

199

208 200

208 212
219

z~oa.

219 211

219 215

........ 1 .. . ..... (1) (1)

~

(1) (1)

(l) (1)
... 5 ........ 196 ... 6 ........ 196
... 7-J. ...... 2011

S-J.' ..... 2011

7-B ...... 2l3 205

8-B ...... 213

9 ........ 217 209
9-J. ...... 2211 209

9-B ...... 2211 216

10 ......... 2211 220

(1) (1)

(1) (1)

... (l) (1)
188

1118 196

i96

196 205

i96

205

~~

205 207

... 2111 212
2111

(1) (1) (1) (1)

(1) (1) (1) (1)

... ... (1) (1) . (1) (1)

1110

168

... ...... ... 1110

168

188

178

188

178

... 195 195 185 1113

195

1115

199

1119 188

206 200
... 206
... 206

196 188
196 195 200 200

(1) (1) (1) (1)
(1) (1)
... 16c
...... 16c
167 167 176 171 176 1711 177
185 171
1115 ~ 191

(1) (1) (1)

... (1) (1) (1)
(1) (1) (1)

155

155

i6i 155

155

162

162

i64 162

162

171

171

i69 171

"171

173

173

1110 169 1110

1110 176 1110

186 1q 1116

(1) (1)
...(l)
ii;i
i64
i69
169 176 1113

ll ....... 1115 168 193 1110 200 1110 216 192 216 198 222 209 228 215 11 ........ 233 220 228 219 217 212 207 200 1911 1119 193 1111 193 1:111

~

11-J. ..... 181 164 189 176 "'196 176 212 188 212 194 218 205 224 211 11-J. ...... 229 216 224 215 213 208 203 196 1911 185 1119 177 189 171

11-B ..... 185 12 ....... 193

168 193 178 . 200

180 189

200 207

1110 216 192 189 222 200

216 198 222 207

222 209 228 217

228 215 234 223

11-B ...... 233 220 12 .~ ...... 239 228

~ 228
228

217 212 217

207 200 217 207

198 189 205 199

193 1111 200 191

193 200

181 191

12-J. ..... 193

13 ....... 1110

1tJ. ..... 180 1 ....... 194

15 ....... 201

15-J. ..... 201

16 .. .. ... 201

17 ....... 209

18 ....... 213

19 ....... 218

20 ....... 213

21 ....... 230

21-J. 230

21-B ..... 230

22 ... . ... 238

....... 22-.t. ..... 238

~

209

19.6

24-J. 196

25 ........ 158

... 25-J. ..... 170
26

27 ....... 21-J. .....

~4

28 .. . .... 213

28-J. 222

~~ 29 .......
29-J. .....

30 ....... 248

JD-=4 .....
11!-J. .....

~

...178 200 187

187

186 201

186 208

186 208

194 208 198 '216

209 220

...209 225 221

225 237

225 237

~ 225
233

2...........3.......3

245
217 204 204
172
1.8.1.1

181 203

190 212

200 221

209 230

219 228

~~

2a8 256,
-~ 265 220

1.8..9
198 198 198 205 209 219 219
235 235
2a5 2 3 243
...............
193 202 212 221
~~
250 259
2i9

207 196 196 208 215 215 215 223 226 231 229 243 243 243 251 251 225 212 212 180 191
210 219 228
~
255 263 272 226

... ...189 222 200 213 ... 213

1911 223 209

198 230 210

198 230 210

205 230 216

~ 209

220

219

229

219 245 229 226 243 24o

235 256 245

235 256 245

..2a5 2 3

256 264

2115
253

243 264 253

221 242 2)1

20S 229 225

..2..0..1...1

229 197 206

2....2.....5

193 202 212

226
~

~~
2211

~~221

253
262

2~3 2 3

271 252

250 279 262

~~

288
l!4o

~

... 222 207
213

213

223 216

230 216

230 216

230 222

~~

226 236

... 245 236
230

251 251
~ 251

~
225
213 212
197 206

259
2..........5.....9

226 211
~ 220 230
~ 253
262
271 251 279 268
ill 288
l!4o

.. 2.2..8
~

2...1...7.

230 220

.. . 238 220
230

~38 235

... ~ ~;

210
~~
230

...
2.5..0

252

262 210
.2...1....0....

2........6..........2

~~
250

221
~

259 250

268 259

277 269

~ 278
2.8..8

2..34.
219

2..2....3

230

2a1 2 7

226 226

2a7 2 7

2~j

241

... 256 251
221

251
... 26c 260
241

259

26s
2......2.......1..

..2......6..........8

2a8 227

2 8 257

~~

267 256

276 265

m ... 286
29~

e~y~.

12-J. ...... 13 ........ 1~ ...... 1 ........ 15 ........

2..39.
~~

2.....2....8
231

2..3....1
'230

2....2.4.
226

~~ l,_J. .......
16 ........

17 ........ 255 111 ........ 250

19 ........ 263

20 ........ 230

21 ........ 256

21-J. 265

~ 21-B ......
22 ........

~ 22-J...............
24-J. ...... 25 ......... 25-J. ......

273
2........2.9...

231
2IiS
..2.....................;.6.........

2..3.8
2)1
2..4.5
2................5........'.

....2....,................2..................6..

243 '26 ..... . ..
27 ~ .......
~~ 21-J.
28 ........

~~
251

21!-J. ...... 270 261

~~ ~

229
~
257

rr6 29 ........ 279 270 273 267
29-J. ...... 288 2110 282

30 ........ 296 289 290 2Jii

... ... J0-4 ......
11!-J. ......

~

299

~ 295

2......2..5.
225
..2........................2......................5

2............................1..............................9....

~ ~ 227 253

263 263

272 2110
2.8..9

2.....7....2

2...1..7. 2..0....7
224 215
.. 2...............................2............5..... . ......2........................1...............5 ~

.. ...205 199 200
...... ....... 187 187 201

... ...... ~
.. .............. .. .. ................ ... .........

208

...... 208 208

..~

216

.... 220 225

... 213 .. . 237 .. . 237

... 2,7 . 25 ... 2115
... 209 ... 0 196

... 196
.. 163 . 17~

...191
198 198 198 206 211
221
237 237
~~
2.........4.....5.

200
187
187 201 208 208 208 216 220
225 221
237 237
~~
245 217 204 204 172 184

i94 217 213 201 202 203

203

226 222
~ ~~
253 251 262 26c

~ ~
253

211. 212

221
~
249

' ?21
230
~~

203 213 222
2a2 2 l

212 221
230
~~

... ... ... ... ... 270 270 261 259 256 251 256

279 219

270 268

265 26c 220

~

1..91.
198 198 1911
206
211
221.
237 237
~~
2........4....5...
i9~
203 213 222 2~2 2 1 251
2.6.c.

1 Rat.. to &nil troa croup 1 to II, lnolutln, are IIOt la iae troa &114 .. eattera territor;r, aoapt \o all4 tr.. palata ln the lluttalo..Plthburgll aeae.
128 I.o.o.

TABLE 13
MAXIMUM FIRST-CLASS RATES .APPROVED IN THIRD SUPPL]}!ENTAL REPORT BETWEEN CERTAIN EASTERN KEY POINTS AND SOUTHERN GROOPS SHOWN IN APPENDIX N-2-CONTINUED

Scranton

Port HagersJervh town

Washin"'ton

Popes Creek

Clarksburg

l'l ttlburgh

Buffalo

Southern Group

......... ..<.

.........

........

.C.l.ll

.C.l.ll

.........
.I.I.

.......
.a..l

........
...l

.,.........
...

...........
...

.........
.a..l
.-4
~

~
:..C.:..l.l

......... .a..l ....
~

'tl
:a

........

'd
~

.: :......
Ill

.<.G.
....

......

::<

.........
.C.l.ll
....
~

1
..4..:..).

.,........
...
.-4
~

1 .......

:..G....)

:! ....
~

a'd ...-.4..

:..G.:...)

f
.-4
~

1
...G..:..l

....
-a
....
~

1 ...4.:...)

1 ( 1) (1) (1)

2 ...... ( 1) (1) (1)

. . .. . . a ~ (1) (1)
5 171 6 171 7-A 178 3-A 178

(1)
(....1.....)...

(1) (1)
173 173 180 180

... 7..:8 185 181 189

3-B 185

189

9 .. 189 185 190

9-A 196 187 197

... 9-B 196 192 197

10 200

203

11: 207 196 210

11-A. 203 192 206

11-B 207 196 210

12 . 214 204 217

... 12-A 214
13 . 13-A . 205
14 : 213

2....0.....4

217 206
206
218

15 219 212 225

... 1!)-A 219 212 225

16 ....... 218

225

17 227 18 225 18-A . 225 19 235 2Q 221
21 245 21-A . 245 21-B 235 22 . ..... 252 22-A 26o
...... 2~
2
... 24-A ... 25 ...... ...... 25-A .
26 . . . . . . .

2..2...6.

233 236
2a6

2.............3..............5.........

2 1
230 251 253 248
259 261
. 225 213 212
190
.2.0.1.

27 217 208 220 27-A ~ 226 218 229

..... 28
~

~~ .

29 253

227
2a1
2 6

~~
256

29-A 262 256 265

30 270 265 273

30-A . 279 275 282

( 1) (1) (1) (1)

(1) (1) (1) (1)

(1) (1) (1) (1)

(1) (1) (1) (1)

... . .. 167 156 155 144

156

144

... ... 171 163 159 154

163

154

174 185

172 172

162 172 '

1~
1 3

179 174 168 165

179 181 168 172

186 181 175 172

194 187 183 178

19~ 194 180 185

187 190 176 181

191 194 180 185

200 201 190 193

... . .. 200 201 190 193

180

177

.. .. . . 180

178

... 209 194

191

209 201 198 201

209 201

216 201

220 209

230 213

230 213

230 218

213

246 230

246 230

246 230

254 238

2.......5......4.....
204

238 209 196 196 158 170
204

213 213

223 222

1.................9...................8...............
193 202 212

201 201
209 213 213 218 211
230 230
230 238 238
207 194 194
155
1.6.7.
~'213

2,2 231 221 222

2 2 251

24o 249

~~

~~

261 257 250 248

270 266 259 257

(1) (1) (1)

(1) (1) (1)

(1) ( 1) (1)

(1) (1) (1)

. 1.4.3.

156
156

1. 5. 5

.1.5.0

163 163

1. 5. 9 .

...153 172 162 172 172

159 174 168

159 181 168

166 181 175

174 187 183

1;r1 194 180

167 190 176

171 194 180

181 202 190

. 1..8..1..

202 189 189

1..9..0.

189 203 198

189 210 198

189 210 198

197 210 206

201 218 210

212 222 221

212 222 221

... ... 212 227 221 222

228 239 237

228 239 237

228 2a9 2~7 236 2 7 2 5

2......3.......6.....

247 218
205 205 167
1.7.9.

2......4.......5.....

184 204 193

193 213 202

203 222 212

212 222
2a1

~~
249

221
~~

2. 1 257 250

250 266 259

(1) (1)
(1) (1) (1) (1)
(....1.....)... (....1.....)...

142 142 161 161
175 175 188 188

.........................

185
1....8.....5...'

1.....8.......2...

... 191 191
191
200 196 208 198
...... 208
208

210 204 217 208

206 204 217 208

210 204 225 208

217 21.4 217 215

2......................1............................7................

-2........................1..........................4...............

2...2...5...
217
. 2..................2.....................5............

2.......................1.................................5..........,

220 217 227 221

229 226 238 236

2a6 2 5

~~

247 245 254 249

256 255 263 259

265 264 272 268

... 273

280. 278

... 282

289 287

16o .16o
179 179 193 193

..................

... 206 206
206

... 209 206
209

218 21.4

226 21.6

... 226 220
218

232 224

~~

220 224

~..................~......... 2..4...5. 2.........5............2.......

228
2..........................2........................................8...

242 251

~~

26o 256

269 265

278 287

~~

~' 294 303

1 Bates to and from Groups 1 to 4, inc1~sive, are not in issUe from an1 to eastern
territor7, except to and from points in the Buffalo-Pittsburgh zone. 128 I.C.O.

41

the conferences developed into their present form. There are now no differentials between points on the North Atlantic, South Atlantic or Gulf ranges, the rates to foreign countries being the same from any Atlantic or Gulf port excepting to Cuba.
At the present time this is due to action of the War Shipping Administration, but a check made of tariffs in 1938 indicates that contract rates were then substantially the same from all ranges.
Insurance rates are generally the same for all Atlantic and Gulf ports with the exception that rates, are, in general, 5 cents per one hundred dollars higher on traffic between the Gulf ports and Europe.
From the foregoing it can be concluded that in so far as ocean rates are concerned the Port of Brunswick is in a favorable position, and that the ocean rate situation is better than it was twenty years ago. Uniformity or parity of rates compensates for distance advantages and disadvantages between ports, and in fact gives Brunswick parity with North Atlantic ports in the European trade. It should be noted, however, that ocean rates are the result of trading between conferences and shipper groups and as commerce develops, the Port interests should constantly check rates to see how they can be modified to stimulate exports and imports.
Coastwise Freight Rates
Practically none of the general coastwise traffic, which represents over half the traffic of the typical American seaport, passes through Brunswick. This is not to be explained on the basis of freight rates. Freight rates now available through Brunswick place the Port to a great extent on a parity with Savannah.
If we except petroleum, sugar and intercoastal traffic, coastwise traffic affected by rates via the Georgia Ports is between the East and the rest of the country as far west as Utah, outside of a circle of 450-mile radius drawn from New York as a center but excluding the states of Arizona, New Mexico, Texas, Louisiana and the greater part of Oklahoma, Arkansas and Mississippi.*
The greater part by far of this traffic, however, is with the Southeast. We estimate about 75 per cent. There is a wider distribution of westbound than eastbound freight.
To this area of the United States, as limited above, rail-ocean-rail, or ocean-rail rates are
*Due to lower rates via western Gulf ports.

lower than all-rail rates. In general, it may be said that between points in western Official Territory, Western Trunk Line Territory and Colorado-. Utah Territory* on the one hand and the East on the other, the rail-ocean-rail rates are differentially eight cents below the all-rail rates. Between the Southeast imd the East, the rail-oceanrail rates are lower by varying differentials than the all-rail rates. In the Southwestern Territory, there are areas in northern Oklahoma and Arkansas, between which and the East rates differentially below all-rail rates apply. In regard to the 8-cent differential above quoted, this is a broad generality subject to modifications as are hereinafter discussed.
With regard to coastwise trade between the Southeast and the East, classified ocean-rail rates: are the result of the Southern Class Rate investigation decision in 1925 (128 I.C.C. 567). This decision set up rail and ocean-rail rates from Southeastern to Eastern points and the basis of key areas in Southeastern Territory and key points in Eastern Territory. The simplest and most compact method of presenting the condition is to show, as is done on the following pages, the schedules of rail and ocean-rail rates (Tables 12 and 13) together with a map of districts in the Southeast (Plate 14) as presented by the Interstate Commerce Commission. It will be noted that in almost all cases where there is an ocean-rail rate provided, it is less than the all-rail rate. The decision did not include points in Virginia, and,: only partially, points in North Carolina, which in any event would have no effect on Brunswick as this is Norfolk territory.
It will be noted that in northern Georgia and the portion of Tennessee immediately north of this areas 13, 13A, 25, 25A and 26, no ocean-rail rates are shown in the tables. However, by agreement between water and rail carriers, there is a general differential of 7 cents by which ocean-rail rates are under all-rail rates to and from these areas.
Coastwise trade by rail and water between the East and Southwestern Territory has passed through various stages of development. Present rates are based on decisions in the Consolidate Southwestern Cases, the 21st Supplemental Re-
*Territory within Colorado and Utah west of a north and south line from Denver to Pueblo through Colorado Springs, but not including those points, and also on and north of the Denver & Rio Grande Western R.R. from Pueblo to Salt Lake City and Ogden, including the Salt Lake & Utah R.R. and the U.P. lines within Utah.

42

~ ~r2t5otfh

which determined the all-rail Supplemental Report of which

~reatteers~,inaen.dd

the ocean-rail rates as of 1937. The situatiOn IS

that there is an area in northern Oklahoma and

.Arkansas between which, on the other hand, and

the Boston area in New England, on the other, a

freight rate situation exists which is. favorable
. to traffic through the Port of Brunswick.

In the former area there is a sub-area roughly ~unded by a line drawn from Guyman, Oklahoma,

to Russellville, Arkansas via Henryetta, and then ~orthwest to Arkansas City, Kansas, and west to

'Guyman, in which the South Atlantic ports and

the Gulf ports are on a competitive basis with

equal rates from points in the East. Enid, Okl~

boma is not included in the group. South of this

group, rates are favorable to the Gulf and Texas

ports. North of this group, in Oklahoma a~d

.Arkansas, is an area in which the South Atlantic

ports are in a favorable position.

. Rail-ocean rates from and to Southwestern

,Territory are effective in Eastern Territory in an

'area roughly included within a radius of 550

miles from Baltimore, including New England.

As a practical matter, in so far as Brunswick is

concerned, the effect of these rates is confined

to the immediate area of Boston and Providence.

In many cases the ocean-rail rate set as a maxi-

mum is higher than the all-rail rate, and there

is a strict local limitation.* On the other end,

in Oklahoma and Arkansas, it is necessary to

make a point-to-point check in order to determine

between which southwestern points and New Eng-

land points it is economical to ship by ocean-rail.

While it is true that the I.C.C. has authorized

ocean-rail rates to be set to the level of all-rail

rates, that is, below the maximum set in the de-

cision, there are only special cases in which

equivalency is of advantage to the shipper.

Rates are set up on a key-point basis. The fol-

Iowing table gives rates between two Arkansas

points and Eastern points as an illustration of

the general condition:

FIRST-CLASS RATES Subject to Ex Parte Increases

Fayetteville, Arkansas to

and from:

Ocean Rail

Portland (!)_______________________________ 289

All Rail 293

Boston (2) ------------------------------ 271

286

New York (2)____________________________ 271

270

Philadelphia (2)________________________ 271

263

Baltimore (2)------------------------------ 271

255

25th Supp. Report originally confined to dock delivery, generally; later defined to include switching limits.

Blytheville, Arkansas to and from: Ocean Rail Portland (1) ___________ _________________ 263
Boston (2) ---------------------------------- 245 New York (2) ___________________________ 237 Philadelphia (2) ________________ 237
Baltimore (2) ------------------------------ 237

All Rail 252 245 230 223 213

Note: (1) One of the few points outside of Boston (2) Within switching limits

It is to be noted that most of the traffic by ocean-rail is southbound. (205 I.C.C. 601; 211 I.C.C. 635; 222 I.C.C. 229).
To and from the East and points in Central Freight Association Territory, Illinois and Northwest Territory, differential rates via ocean-rail are made by carriers operating via Atlantic ports. For example, the importance of these rates is shown in the quotation following:

"The steamship services from Massachusetts to South Atlantic and Gulf ports provide a most favorable position for shippers in this state, when they are in competition with manufacturers in such districts as Chicago, Detroit, Cleveland, St. Louis and other centers which are geographically much nearer to these consuming areas."*

Certain decisions of the I.C.C. cover Central Freight Association Territory, Illinois and portions of Minnesota and Wisconsin. The latter area is referred to as "Northwest Territory," and is composed of that portion of Wisconsin outside of Illinois Territory and Zone C, and that portion of Minnesota on the east of the Great Northern and Northern Pacific Railroads from St. Paul to Duluth. Zone C is a strip of the west shore of Lake Michigan north of Milwaukee. In this territory, official class rates have applied for traffic to and from the East.
In so far as westbound freight is concerned, the following gives a description of the ocean-rail origin groups and differentials in cents per 100 pounds under all-rail rates to Central Freight Association-Illinois and Northwestern Territories. While the existing rate structure applies to Savannah as the South Atlantic port, the same differentials should be effected via Brunswick.
"From Bangor, Boston, Calais, Caribou, Houlton, Madawaska, Mars Hill, Millinocket, Oakfield, Pittsfield, Portland, Poughkeepsie, Provincetown and Springfield over

*Page 22, "An Open :Book," a publication of the Mas-sachusetts Development and Industrial Commission.

43

(a), Pittsfield, Springfield and Boston over (b), waterline landings in Bangor, Boston, Providence, Fall River, South Providence, and Portland groups over (a), and waterline landings in Springfield and Boston groups over (b):
"Class ______________________ 1 2 3 4 5 6 Differential ---------- 7 6 5 4 3 2
"From New York, Long Branch, Middletown, Poughkeepsie and Trenton over (b), Trenton over (c), waterline landings in New York and Poughkeepsie groups over (b), and waterline landings in Trenton over (c):
"Class __________ ___________ 1 2 3 4 5 6 Differential __________ 8 6 5 4 4 3
and from Easton and Reading over (b), Philadelphia and waterline landings therein, Binghamton, Easton, Franklin City, Greenwood and Reading over (c), Baltimore and Franklin City groups, and waterline landings therein, Greenwood, Harrisburg, Philadelphia, and Reading over
(d): "Class ---------------------- 1 2 3 4 5 6 Differential _________ 8 6 4 3 2 2
Explanation of route letters:
"(a) M. & M. T. Co. from Boston and Providence to Baltimore, Newport News, Portsmouth and Norfolk, or 0. S.S. Co. from Boston to Savannah.
"(b) E. SS. Lines from New York to Newport News, Hopewell, Richmond, Portsmouth and Norfolk or 0. SS. Co. fxom New York to Savannah.
"(c) Philadelphia and Norfolk SS. Co. from Philadelphia to Portsmouth, Newport News and Norfolk or M. & M.T. Co. from Philadelphia to Savannah.
"(d) Baltimore Steam Packet Co. from Baltimore to Portsmouth and Norfolk or Chesapeake SS. Co.* from Baltimore to West Point, Va. and Norfolk, or M. & M.T. Co. from Baltimore to Savannah.**
The foregoing rates are modified during the season of navigation on the Great Lakes, in accordance with the following:
Rates from New York to Chicago over oceanrail routes reflect the following differentials under the corresponding standard all-rail rates:
Classes -------------------------------------- 1 2 3 4 5 6 Ocean-rail (normal basis) ______ 8 6 5 4 4 3 Ocean-rail (summer basis) ____ 15 13 10 7 5 4
(218 r.c.c. 611; 218 r.c.c. 343)
Eastbound ocean-rail rates take the following differentials under the corresponding standard
*Chesapeake S.S. Co., now Baltimore S.P. Co. **Quotations from Fourth Sect. App. 14,900 Diff. Routes
to 'Central Terr. October 5, 1936-218 I.C.C. 618. Rates subject to Ex Parte increases.

all-rail rates: (The rail rates are set up in Proceedings in accordance with the Eastern Class Rate Investigation.)
Class ------------------------------------------ 1 2 3 4 5 6 Differential -------------------------------- 8 6 4 3 2 2
It will be observed that the differentials run the same as the normal westbound differentials from Baltimore and Philadelphia. They di,ffer slightly from those applicable westbound from the other North Atlantic port groups. It is to be noted that these eastbound differentials have been in effect for more than 40 years. (211 I.C.C. 425).
Differential ocean-rail rates to and from Western Trunk Line Territory are in effect at Savannah and should also be obtained at Brunswick. Class rates in Western Trunk Line Territory are on a more uniform basis than commodity rates which reflect to a greater degree the original bases ; these differed widely principally owing to wide areas separately covered by individual railroad systems and the widely separated points of concentration of interest.
The class-rate structure came under investigation in Order I.C.C. No. 17000, which set up zones in the territory as one of the bases on which rates based on distance were prescribed. Rates made by differentials under the all-rail rates were voluntarily established over the ocean-rail route from points in Atlantic seaboard territory. (231 I.C.C. 256). These rates have been verified and extended under further proceedings such as in 204 I.C.C. 595. The differentials are generally the same as those indicated previously for Official Territory, that is, the ocean-rail rates are based on differentials beginning at 7 cents first-class from New England and 8 cents first-class* from Trunk Line Territory under the all-rail rates, except that during the period of navigation on the Great Lakes from about March 24th to November 30th of each year, when lower differentials to meet Lake-rail rates apply. (231 I.C.C. 256).
A complete rate study requires reference to I.C.C. Fourth Section Order 10465.** This order applies certain "circuity" provisions which limit
*At one time subject to 10% Ex Parte increases, now re-
stored. Western Classification excepting "Northwestern Territory" where Official Classification applies (204 I.C.C. 595) (218 I.C.C. 284).
**F.S.O. 10465-Class Rates from, to, and between Points in Official Territory, entered January 13, 1931 and fifteen supplements extending to Nov., 1939. See also Eastern Class-Rate Investigation, 171 I.C.C. 481.

44

the application of ocean rail rates to certain maximum distances. To apply this requires the application of routings which are set up in tariff form by agencies such as the Atlantic Seaboard Freight Traffic Bureau. An effect of this circuity requirement is that, for example, a favorable ocean-rail rate applies from Boston to Minneapolis via Norfolk, but not via Savannah; and Brunswick, in all probability, would also be excluded from the application of the favorable rate.
One of the 150Urces of competition to Brunswick in traffic between New England, on the one hand, and the western Official and West~rn Trunk Line Territories, on the other, is the lake-rail traffic which in the open season of navigation on the Great Lake offers extremely low differential rates to western Official territory and Western Trunk Line Territory. The rate structure is complicated and both the Eastern and Western areas are divided up into zones. For further discussion of these rates, reference should be made to the Lake and Rail Rate Base Case and decisions following, the primary reference to which is I.C.C. Docket No. I & S 3663.

Another source of competition for traffic via Brunswick between New England and the Middle West is the lower rates on Canadian railroads and also the combined Canadian lake and rail rates.
The following tables taken from "An Open Book," a publication of the Massachusetts Development and Industrial Commission, give the differential rates between Boston and Chicago and between Boston and Minneapolis.

tffF-FERENTIAL RATES-BOSTON TO CHICAGO (Savings in cents per 100 pounds)

Routes

1st Class 2nd Class 3rd Class

All-rail via Canada__ 5 cents Ocean-rail via
Norfolk, Va.*__________ 7 "

4 cents 6 "

3 cents 5 "

Rail-lake via Buffalo 16 " Rail-lake via Canada__ 21 "

14 " 18 "

11 " 14 "

DIFFERENTIAL RATES-BOSTON TO MINNEAPOLIS (Savings in cents per 100 pounds)

Routes

1st Class 2nd Class 3rd Class

AU-rail via Canaqa__ 5 cents 4 cents 3 cents

Ocean-rail via

Norfolk; Va.**-------- 8 "

7 "

6 "

Rail-lake via Buffalo 35 " Rail-lake vi~ Canada__ 40 "

30 " 34 "

24 " 27 "

*Same via Savannah on certain routings. Should also be

~btained via Brunswick.

.



**An apparent er:ror, should be 7, 6, 5.

It will be noted that the differential rates favoring Canadian and lake-and-rail traffic are such that Brunswick and the other South Atlantic ports offer very little competition during the season of open navigation on the lakes. It should further be noted that the rates from Boston to Minneapolis cannot be met via Savannah, nor probably Brunswick, owing to the circuity distance restrictions of Fourth Section Order 10465 previously cited.
Differential ocean-rail rates are in effect to that portion of trans-continental territory known as Colorado-Utah Territory, which is territory within Colorado and Utah w.est of a north-and-south line from Denver to Pueblo through Colorado Springs, but not including those points; and also on and north of the Denver and Rio Grande Western Railroad from Pueblo to Salt Lake City and Ogdon, including the Salt Lake & Utah Railroad and the Union Pacific lines within Utah. East of this territory the Western Trunk Line differentials apply and west of it there are no ocean-rail differentials. (Intercoastal rates affect traffic to the West Coast.)
The Colorado-Utah differential rates have existed for many years via North Atlantic, South Atlantic and Gulf ports out of which coastwise carriers operated. The rates prevailed through various changes and at the time they came under review in I. & S. Docket 4506 (prior to 1938), were as follows :

Class ------------------- 1 2 3 4 5 6 and lower

Differential ________ 20 16 12 8 8 8

8

Because of the situation produced by the low point in the rate structure due to the 7-and 8-cent differentials of Western Trunk Line Territory applying to the east of Colorado-Utah Territory and with no differentials applying west of this territory a revised scale of differentials was proposed by the carriers as follows:

From
1 (a) New England
-/(b) ~~::~ ~------------- 7

Western Classification
2 3 4 5 ABcDE
6 5 4 3 3 2 2 2 1

points -------------------- 8 6 5 4 4 .4 4 3 3 3
(c) Baltimore-Philadelphia area__________ 8 6 4 3 2 3 2 2 2 2

(a) Bangor, Boston, Calais, Pittsfield, Portland, and Springfield groups. Boston groups include Providence, South Providence, Fall River.
(b) New York City, Poughkeepsie, Trenton, Middletown, Port Jervis, and Long Branch groups.
(c) Baltimore, Bridgeton, Easton, Franklin City,

45

Frederick, Greenwood, Harrisburg, Philadelphia, Reading, Norfolk, and Richmond groups.
The foregoing were approved by the Interstate Commerce Commission (231 I.C.C. 255) Dec., 1938, and are the present differentials in some cases affected by Ex Parte rate increases since added.
The foregoing discussion of coastwise rates gives an idea of the competitive situation of Brunswick, but what is as important, indicates more clearly than any other phase of the rate structure the possibilities which the Port of Brunswick has and which must be developed for the expansion of the Port. Intercoastal Rates
There is practically no intercoastal traffic out of Brunswick. This is a growing traffic with excellent future possibilities. Freight rates from Brunswick to the West Coast are the same as from any other competing port.
Rates on intercoastal traffic are the same from any Atlantic port to any Pacific port.
In the case of intercoastal traffic, it is not possible to compare it on a class-rate basis as practically all this traffic moves on commodity rates. Typical current rates as quoted by the American Hawaiian Steamship Company, in carload quantities are:

FROM BRUNSWICK TO FROM WEST COAST TO

WEST COAST

BRUNSWICK

(In Cents per 100 lbs.)

Rosin ------------------------- .59 Clay ---------------------------- .45 Turpentine ---------------- .92
Paper -------------------------- .59 Canned Goods____________ .63

Dried Fruit________________$1.18 Dried Beans,_______________ .65 Canned Goods____________ .63
Flour (140 .lb. bags) .55 (min. 30,000 lbs.)

The foregoing are port-to-port rates and in general such rates from port to port are 25% to 50% less than all-rail. Eastbound and westbound rates are not necessarily the same, ,although, generally, differences are not significant, particularly as east and westbound traffic is not generally in the same commodities.

Under the 1940 Interstate Commerce law, intercoastal steamship companies are under the jurisdiction of the Interstate Commerce Commission. It is probable that if the precedent established in the case of coastwise traffic is observed, railocean-rail rates will be quoted by railroads as well as all-rail rates. This will simplify freight billing practice and will tend to increase the volume of intercoastal traffic. It is probable that in the near future class rates will come into use and that favorable territory will be established in the Southeast, possibly extending into western Central Freight Association Territory.

46

SECTION IV. THE PROPOSED TERMINAL

Existing Facilities
At present, Brunswick has no adequate facilities for berthing cargo ships. There are 25 piers and w}larves at the Port with a total berthing space of 9200 lineal feet. Only three of the wharves have 27 to 30 feet of depth at mean low water. With the exception of one small wharf, there are no publicly owned or operated terminals. Seven warehouses, having a total area in_ excess of 200,000 square feet, serve the Port. Obsolescence and depreciation ;have made heavy claims on all existing facilities. None are now suitable to meet the demands of modern commerce.
There are about 2.7 miles of developed water frontage at the Port, of which 0.9 mile is owned by the railroads in East River. The remainder of the developed frontage is owned by private interests and includes 0.9 mile in East River, 0.8 mile in Turtle River and 0.1 mile in Terry Creek. The City of Brunswick owns 900 lineal feet of undeveloped frontage on East River and all water front street ends, soine of which have been leased to individuals and corporations. The waterfront property along East River is shown on Plate 15.
.. The wharf facilities at tpe Port of Brunswick are, in general, located on the city side of the East River.
Oil companies maintain piers for the handling of petroleum products. They also furnish gasoline, fuel oil and lubricants to fishing boats and other small craft. None of these piers is equipped for bunkering and ships do not bunker oil at this Port. It can be assumed that the oil companies will provide bunkering facilities should the detnand for same arise. There is, however, one coal bunkering plant having an open storage area with
a capacity of 500 tons. No mechanical coal bunker-
blg fadlities exist, the coal being dumped from
urs near shipside and placed in ships' bunkers
With half-ton coal carts.
Five wharves are used for receipt of seafood and for berthing fishing boats. There are no PUblicly-owned or operated terminals at the Port, except one small wharf at the foot of Monk Street owned by the City.
'I'he general layout of the existing facilities is lhown on Plate 16.
There are seven warehouses at Brunswick. The Atlanta, Birmingham and Coast Railroad terminal

has five. One is operated by the railroad for the storage of imported fertilizer materials. Four are open for lease by private enterprises or are used by the Railroad for surplus storage of general merchandise. The Southern Railway owns two warehouses. The greater part of one of these is leased to the St. John's River Line; the remainder of this warehouse together with the other one is used by the Railway for storage of general merchandise. There is a total in excess of 200,000 square feet of storage space.
Nearly all of the port facilities are badly deteriorated; obsolescent, or obsolete.
The condition of the existing port facilities was surveyed by us in the fall of 1944 and Tables 14 and 15 are summaries of this survey. More complete details of the facilities, with exception of their condition, are contained in "Port Series No. 10" of 1940 published by the United States Army Engineers and reference should be made to this publication for additional information.
Proposed Facilities
If Brunswick is to be operated as a port, it is essential that modern terminal facilities be provided. A minimum requirement is two berths: one for ocean-going vessels and one for coastwise vessels. A quay or marginal type terminal is recommended as most suitable for the site and conditions. Adequate transit sheds, warehouses, highway and railroad facilities should be provided. Provision should be made for expansion when it becomes necessary.
The trade of the average American port is about 50% coastwise and 50% ocean-going, considering for this purpose that intercoastal traffic is oceangoing because of the type of ship used in this traffic. A terminal, therefore, would require as a minimum one berth for ocean-going vessels and one berth for coastwise vessels. Two types of berths are necessary because the ships that are used in ocean traffic are of different dessign from those used in coastwise traffic. The ocean-going vessel loads over the side by means of cranes or ship's tackle. On the other hand, most coastwise vessels load through ports in the side located on the main and upper 'tweendecks. This, in turn, requires different methods of freight handling. The ocean-going vessels should preferably have a wide apron with suf-

47

T.4bL 1~ SURvl.Y OF WHARF FACILI'flJ.;S - BRUNSViiCK

l'F"ERF.NCE

HUIIBER OH :

'PLATE ~o. 16:

NAME OF FACILITY

USE

CONDITION OF WHARF

CONDITION OF
BUILDINGS ON
TIHAJIJ'

CONDITION OF
BUILDINGS
ON LAND

1

2

3

4 5 t,

7 8

9

c~ c

10

11

H

11
v.

15
11;
17 l 'l 1'1
:?()
21
::>:-!
!>1
'2!, 25

J, A. Jones Shipyard Slips
J. A. Jones Fittin~ Out Slip
Georgia Creosoting Wharf Georgia Creosoting Wharf Brunswick Marine Con, Co. l!harf Colonial 0il Co, Wharf South Atlantic Marine Co, '!lharf
S. P. Maggioni & Co. llharf
Mutual Shrimp Co, llharf Union Shrimp Co. 'fharf Servb Crab Factory llharf Brunswick !isheries Wharf Texas Co, "!!barf Gulf Co, 'lharf
Coney !IIld Parker Co, Wharf Southern Railway ~arr Downin~ Co. 'llharf City or Brunswick llha~r Downing Co. "!lharf Atlantic Coast Line llharf 'flrunswick Paner & Pulp Co. Dock Atlantic Refining Co. Wharf Hercules Powder Co . Landing Georgia Veneer & Packing Co, Landing Gl.ynn Canning Co. "ttn!ll"f

Building of Liberty Ships Fitting out slip for new Liberty ships To ship creosoted logs and receive creosote oil To receive and ahip cross-ties Used as fitting out dock, formerly as repair yard Base for shrimp fishing fleet Used to tie up fishing boats Base for shrimp fishing fleet Base for shrimp fishing fleet Base for shrimp fishing fleet Base for shrimp .fishing fleet Base for shrimp fishing fleet Base for Coast Guard boats Receiving miscellaneous products for local
distributing and oil fueling Coal bunkering Used as fitting out dock Not in . uee Public landing for small boats Not in use Not in use Used very little for paper, pulp and oil shipments Not in use Not.in use Hot in use Bot in use

All in good condition All in good condition Decking fair, Piling gooct Decking bad, Piling poor Decking good, Piling good Decking poor, Piling poor, Approaches poor Decking poor, Piling poor, Approaches poor Decking poor, Piling poor, 4pproaches poor Decking poor, Piling poor, Approaches poor Decking poor, Piling poor, Approaches poor Decking poor, Piling _poor, Approaches poor Decking poor, Piling J?OOr, Approaches poor Decking fair, Piling good Decking good, Piling good
Decking poor, Piling poor Decking poor, Piling poor Decking bad, Piling bad Decking poor, Piling poor Decking bad, Piling poor Decking bad, Piling bad DeCkinf( fair, Piling good Decking good, Piling good Timber boom only -bad condition Tiaber boom only -bad condition, Pile remains only

None Good Ilona Jone None Poor None Poor Poor Poor Poor Poor None None

Good Good

None Fair None Nope Bad None None None Hone None

Good

Bone

:

I

TABLE 15 SURm OF STORAGE WAREHOUSES

NAME OF WAREHOUSE
OWNED BY
OPERATED BY
KIND OF STORAGE _{Dry or Cold)
:!0 COMMODITIES STORED

: *Warehouses -

*Warehouses

Warehouse nc n

Warehouse "A" : Warehouse "B"

: 6, 7 and 8 : : J. A. Jones

9 and 10 : J. A~ Jones : The Downing Co.: The Southern

. . The Downing Co.

.: Shlpyai'd _. ____ : Shipyard

. :

: Railroad

J. A. Jones
. Shipyard

. : J. A. Jones : The Downing Co.: Brunswic~ Ma-

: Shipyard

:

rine Co

Not in use

Dry

..: Dry

: . Dry
: Commodities shipped by .rail

: Dry
Marine supolies

Dry :
. Suitable far . grocery com-
. modi ties

TYPE OF CONSTRUCTION : Wood frame

: tile roof

:

NUMBER OF STORIES

: 1

: Wood frame : tile roof
1

: Wood frame
.: metal roof 1

: Wood frame com-: Brick oosition roof

: 1

: 4

TOTAL FLOOR AREA

No. 6-22,500

: No. 9~24,000

Nos. 7 & 8-24,000 _1 ___~9._10~97 ,500

22,500

: 12,550
.

56,000

GENERAL CONDITION LOCATION

. Fair

Fair

. Bad

. Fair

:

. South end of city : South end of : East River foot: Bay St. foot

. :

city

: Monk St.

: of Mansfield

Good
: East River foot : Monk St

* These warehouses were acquired from the AUanta, Birmingham & Coast Railro~d Co. Some have been repaired and are being used by the a~ipyard to store material.

ficient trackage thereon to permit freight to be brought directly to the ship's side. The practice in New York of building the transit shed close to the wharf edge is a product of local conditions and is not desirable where it can be economically avoided. The coastwise wharf, however, should be provided with drops or inclined runways, by means of which trucks may pass directly from the upper decks of the ship to the transit shed. or to freight cars spotted on its land side. It is necessary to leave only sufficient space, between five and six feet, along the edge of the wharf for the handling of ship's lines. Certain coastwise vessels which load over the side can be handled at the ocean-going berth as well as at the coastwise berth.
It should be borne in mind that an ocean-going vessel can be loaded and unloaded at a coastwise berth, but the coastwise vessel loading through side ports cannot be loaded and unloaded at the ocean-going berth with any measure of convenience.
A quay or marginal wharf terminal is recommended as most suitable for the site and conditions. Where there is room to build it, a quay type of wharf is generally preferable. It permits the movement of ships easily, safely and with a minimum use of tow boats. It permits ready access of lighters to the off-shore side of the ship. It has less tendency to silt than slips and permits a ready movement and expansion normal to the waterfront. Here at Brunswick, it further has the advantage of permitting ready extension as may become necessary.
Proposed terminal facilities are shown on Plates 17 and 18. It is to be noted that the design of the facilities shown thereon are not to be considered as final designs. The drawings are largely diagrammatic and are principally for the purpose of estimating coast of construction.
A transit shed of the size shown on the drawings is adequate for coastwise freight movement. Coastwise ships are necessarily sinall, make a rapid turn-around and do not require warehousing or storage for a long period of time. This is not the case with ocean-going vessels whose sailings may be at longer periods and where warehousing is required for the accumulation of cargo. Therefore, in addition to a transit shed at the oceangoing berth, a warehouse is provided which will take the cargo from a 10,000-ton freighter. For compactness, a two-story warehouse is recommended. Because of the fact that there is a present

and potentially expansible fishing industry out of Brunswick, it is considered desirable to provide cold storage space for this product. It has been found at Mobile that the cold storage warehouse has been a desirable adjunct to the terminal.
A terminal should have adequate railway connections and trackage for shifting and storing cars. The proposed terminal can be easily connected to the loop formed by the Atlanta, Birmingham & Coast Railroad tracks in the City of Brunswick, and arrangements should be made so that Atlantic Coast Line and Southern Railway traffic may pass over this loop line which forms, in actuality, an existing belt line in the City. From this connection, tracks are brought down to the apron at the ocean-going berth and the railroad situation necessarily determines that this berth shall be upstream. Additional spurs are run from the entering track to the rear of the transit sheds and warehouse. The tracks in the rear of the coastwise warehouse are important as they form the means of connection between the railroad and the steamship via the transit shed. In the rear of space provided for future warehouse development, a storage yard has been provided, connected to the entering line and also to the tracks in the rear of the transit sheds. This connection provides a means of shifting cars in back of the coastwise shed without disturbing cars spotted in back of the ocean-going shed and warehouse.
A roadway connects Lanier Boulevard with the terminal, paralleling the railroad tracks. Sufficient paved area is recommended for the operation of motor trucks and a truck loading platform is provided at the outer ends Of the transit sheds. This entering highway may be connected to a future marginal highway on the western edge of the site and, in any event, provides for the dispersal of traffic through the City, for otherwise, grade crossings might be objectionable.
The terminal layout provides for future expansion. When expansi9n becomes necessary, the coastwise berth will be converted to an ocean-going berth which can be done by removing the coastwise apron shed, filling up the drop openings and continuing the apron tracks. New construction would then consist of a downstream coastwise berth. Expansion can take place with a minimum of disturbance to, and maximum use of, existing facilities.
Temporary Use of Jones Shipyard
If not requirE;d for ship construction the eastern side of the slip at the Jones Shipyard might be

50

utilized as a temporary facility for the handling of. shallow draft ships during the period of construction of the terminal. The slip has a depth of from 18 to 20 feet, but owing to its type of construction and from general information available, it cannot be dredged deep enough to accommodate ocean-going vessels.
The slip at the Jones Shipyard was formerly part of the terminal of the Atlanta, Birmingham & Coast Railroad. It is approximately 1400 feet long, 350 feet wide, with an indicated depth of 18 feet. It is now used as a fitting-out basin by the Jones Shipyard which has built a raised platform on a pile-supported extension along the east side. The west side still has the old transit sheds which are now used as warehouses. It is reported that at a depth of 20 feet a hardpan is reached. The quay wall is formed by concrete sheet piling which is reported to be driven to a depth of 30 feet below mean low water. To dredge this slip to a depth of 28 feet would undoubtedly involve complete reconstruction of the quay wall as its bottom support will be largely removed. However, a depth of 20 feet can be maintained which should be sufficient to take care of light draft ships, particularly coastwise ships.
Operations of the shipbuilder are principally confined to the eastern side, leaving the west side fairly free. It is possible that the west side of the slip could be used as an interim terminal which would, however, require the cooperation of the shipyard and the consent of the Maritime Commission which owns the property.
The availability of the Jones Shipyard for permanent use as a ship sanctuary is discussed further in Section V, page 62.
Terminal Sites
Three sites have been considered for the location of the terminal. One site adjacent to the Downing Company property has been rejected because of lack of room for expansion, limited channel with and high cost of channel maintenance. Another site, the Southern Railway property on the Turtle River, has been rejected because of relatively great distance from the City and difficulty of railroad connections with more than one railroad. The. site selected is the area of .about 4500 acres east of the City, part of which is owned by the City. This site does not have these disadvantages, provides ample room for e~ansion, and is near to the ocean.
The location and extent of these possible sites may be seen by reference to Plate 4.

The foregoing sums up the situation and is discussed in detail as follows:
Site No. 1, extending from Howe Street to a short distance above F Street, would have a water frontage of about 2,300 feet. The property is owned by the Atlantic Coast Line Railroad, the Downing Company and the Southern Railway. The street-ends are owned by the City of Brunswick. Most of the Port's former commerce was concentrated in this area. There is a natural hole adjacent to the property and the maintenance of favorable water depth would be little. The property is close to the three railroads and the highways. There is, however, little room for expansion. The cost of maintaining the channel would be considerable. Owing to the limited space for expansion and limited width of the channel in the East River, this site is not recommended for the location of the new port.
Site No. 2 is located on the Turtle River below Purvis Creek on property of the Southern Railway. The Railway once had a terminal at this site, but it has fallen into more or less disuse. The wharf of the Southern Railway extended 1940 feet downstream from Purvis Creek to the present Brunswick Pulp and Paper Company property. All of the buildings and wharf have been demolished and only wood piles now remain. This site offers a deep water frontage, ample anchorage and ample width for turning of vessels. Railroad service is existent on the property and it is also close to the arterial highway system. It has the advantage of higher land immediately adjacent for the development of both light and heavy industry.
On the other hand, it is three miles from the center of the City and it is 12 miles from the harbor entrance. It does not lend itself well to general railroad connections. The possibility of its being blocked by a highway bridge must also be considered.
Site No. 3 is situated on Oglethorpe Bay between Brunswick Point and the Jones Shipyard. All of the area is swamp land and a large part of it is already owned by Glynn County and the City of Brunswick. The map following, Plate 19, indicates the present ownership and areas of parcels of land in the tract as reported to us. Such as is not owned should be procurable at reasonable cost. Although at present the area is marsh and will require filling, there appears to be good foundation material at about 20 feet below low water. It has an ample area for expansion, is about 2 miles from the city and about 7 miles from the harbor

51

entrance. It can be connected readily with the highway systems and can be readily connected to the present railroad trackage in Brunswick which, in effect, forms a belt line through the city.
Other advantages are that it is nearer to navigation that may be developed on the Altamaha River, and if the proposed canal is cut across the site, it will serve as an industrial canal for the area thus increasing greatly available waterfront. It is also adjacent to housing. Its advantages may be summed up-(1) it is close to the city, (2) it is about 5 miles nearer to the entrance to the Harbor than Site No.2, (3) it is readily connected to existing communication systems, (4) it offers the greatest available waterfront, (5) it is near to the city and adjacent housing, and (6) the land is largely owned by the City and County.
While industrial layout of the proposed industrial area of the terminal site will vary according to the needs of the various industries, some basic suggestions are made as to the possible layout of industrial sites. Referring to the map of Plate 19A, it is generally assumed that industrial sites will be laid in east and west strips on the section west of the industrial canal. This permits an industry to develop a straight line process from water delivery at the canal to land delivery on the other side, or vice versa.
In order to secure communications for such a layout, a marginal highway should be laid out along the west of the property between the southern portion of Lanier Boulevard on the south, and the Coastal Highway on the north. This would be the basic highway approach to the industrial area and would be supplemented by branch access roads leading to the east, which probably will not be constructed~rior to the establishment of an industry. East of this highway (for the purpose of avoiding numerous grade crossings) a marginal track should be laid out connecting the proposed bronch into the terminal with the present Atlanta, Birmingham and Coast track in the vicinity of the Glynn County Canning Company plant. From this track,spurs to the east could be laid out as needed, and additional spurs should be run from the terminal trackage to the vicinity at Brunswick Point.
It is assumed that development west of the industrial canal would be started first. The area east of the industrial canal can be reserved for a future residence or recreational area. It is suggested that at the north end of the canal a yacht basin be constructed, adjacent to which could be

yacht repair yards. This yacht basin is far from imaginative, rather it is a hard-headed business proposition, as it may be expected that after the war as many as two thousand yachts may annually make the trip between the North and the South. The climate and recreational possibilities in the vicinity of Brunswick make it an ideal stopping point for such yachts; and on the assumption that a yacht will spend one hundred dollars a stop, there is a possibility of a two hundred thousand dollar a year income from this source alone, which would of course be distributed in the local community as a specific indirect benefit of the development of the whole terminal area.

Estimated Cost of Construction

The cost of the terminal constructi'on is estimated to be $4;200,000. This would include an
ocean-going berth, a: coastwise berth, two transit
sheds, a warehouse, access and assembly track, roads, weight handling machinery, cold storage and miscellaneous equipment. The following is a general itemization of this estimate:

Land ------------------------------------------ ___________________$ 21,000

Dredging and Filling______________ __________________ . 601,000

Grading and Clearing________________________________ 20,000

Roads ------------------------------------------------ ------

331,000

Road subgrade structures and contingencies ___________________________________

118,000

Fencing and Gates____________ --------------------------- 26,000

Water, Elec. and Tel. Lines ______________________ 55,000 R. R. and Crane Tracks ______________________________ 200,000

Weighing Platforms____________________________________ 75,000

Sheet Pile Bulkhead___________________________________ Warehouse and Transit Sheds____________ Sub-base Foundations, etc.____________________ Cold Storage_____________________________________________ Cold Storage Equipment _________________________ Weight Handling Equipment___________________
Yard Equipment_:____ -----------------------------------

258,000 967,000
42,000 180,000 203,000 143,000 163,000

Total _________ -- -------- ----Contingency 10%----------

$3,403,000 340,300

$3,743,300 Interest during construction,
engineering, legal, inspections, etc., about 12% _______ ______________ 456,700

Total Cost____________________ $4,200,000
The construction of a waterway access canal is contemplated by the United States Government and will be cut through the site of the terminal. Should this canal be constructed concurrently with the construction of the terminal, a saving in construction cost will result, as the excavated material from the canal cut could be utilized as fill

52

for the terminal site. It is recommended, in that event, that the money saved in construction be used to build an additional ship berth.
Estimate of Future Traffic
Estimates of traffic through the Port of Brunswick are necessarily largely speculative. The determining factors are rates, speed and frequency of carrier service, inter-railroad relationships, zeal of soliciting forces in the interior, prejudices on the part of shippers and other such factors that are common to a commercial enterprise. Most ports are commercial and not natural phenomena.
Railroad and ocean rates together with coastwise and intercoastal rates are principal factors in the success of a port. They are most important in the development or extension of the business of a port because economy is a sound argument always, and if a port has freight rates which are cheaper than a competing port, it offers an advantage.
The greater part of the business of a port, however, is obtained in competition with other ports. Hence, the amount of business that is obtained is largely dependent on the effective solicitation, advertising, trade contacts, etc., which are particularly important in competing territory in the interior.
As the services which a port may offer become more convenient, they present an added attraction to the shipper. Frequency of service, both by rail and water, is of value to the shipper because frequency' of service means less time in transit, and less risk of delay in case of failure to make a connection; the end result of this is that capital is tied up in the shipment for a shorter time.
Trade is usually conservative and tends to ftow through well-recognized channels, and to a certain extent by force of habit. It is not always easy to get a shipper to change from a wellused channel into a new one, even if it is apparent that there may be some economy therein. The trader has so many variables in his problem that where possible he tends to fix as many of them as
he can, and this fixity is often considered better
than a new venture, even though the new venture or new trade route holds out more profitable prospects.
The foregoing and still earlier discussions point out that a port is dependent upon commercial conditions rather than natural conditions for its success. It must first have a plant and facilities
to handle this business. It must have connections

with sources of supply which in this case are the carriers, and it must have a competitive business-getting organization.
Hence, estimates of the business that is to be produced are speculative to the extent that the business of a commercial enterprise is speculative and tonnage cannot be predicted with precision.
It is estimated that with the proper organization and solicitation it is possible to obtain a tonnage, through, the terminal, which would amount annually to 390,000 tons in 40 years. It is emphasized that this traffic can result only from proper organization and salesmanship.
On the graph of Plate 20, starting with the year 1929, we have plotted the tonnage trends through the Port of Brunswick. The data for these trends were obtained from "Port Series No. 10" of 1940, published by the United States Army Engineers. The tonnages plotted relate to imports, exports, coastwise trade and internal shipments arid receipts. The tonnage of certain commodities, such as petroleum and its products, logs, crossties, pol~s and piling, have not been included, as these commodities would not be likely to use the facilities of a state port.
The tonnage for the year 1939 is listed in "Port Series No. 10" as 267,518 tons,* but no breakdown into the various commodities is furnished for that year. We have consequently adjusted this figure in the same ~atio as the one for 1938, so as to discount those commodities not likely to pass through the state terminal, and have plotted for 1939 a tonnage of 160,000.
Due to war conditions, no tonnage statistics have been published for any period later than 1939. Reliable private sources of information, however, place the movement of freight through Brunswick at the present time to as low a figure as 50,000 tons per year. We have accordingly assumed that figure for the year 1944.
The tonnage trend curve from 1929 through 1944, of only that class of freight that may u~e the facilities of the state terminal, gives a basis from which it would seem reasonable to draw a mean curve line, assuming good organization and solicitation. This mean tonnage curve has been drawn on the graph of Plate 20 and indicates a prospective tonnage of 150,000 for 1947. . .
Proper development of good relations with ra~l ways and steamship companies could result m obtaining at least 100,000 tons of freight from
*Local' traffic is not included.

53

the Midwest over a period of 10 years. Development of new industry and a growing importance of the Port could result in a further increase of 2,000 tons per year, making a total increase of 12,000 tons per year during this initial period. After the initial 10-year period of operation, we estimate that it would be possible to increase the amount of freight handled through the terminal at a rate of 4,000 tons per year.
As was previously pointed out, this business can only be obtained by continued sales effort.
Terminal Operating Costs
The annual expense of operating the terminal and meeting interest and amortization charges will be approximately $615,500 based on a mean tonnage. The mean tonnage of approximately 300,000 will, according to the tonnage graph of Plate 20, be handled through the Port at about its 17th year of operation. For the purpose of discussion, therefore, that year, with a tonnage of 298,000, has been selected as representing average conditions.
The operating expense of the terminal will consist of administration costs, maintenance costs and, field costs for checking, clerical work and policing. The cost of handling freight, while strictly an item of operating expense, will not be included in this category, but will hereinafter be discussed separately as a direct labor cost. The expense of operating the cold-storage facilities is not included, as it will be assumed that the revenues derived from same will balance the cost of operation.
There is given herewith an estimate of annual operating costs corresponding to the tonnage which could be expected during the 17th year of operation:
Administration
Office Rent____________________________________ None Port Superintendent____________________$ 5,000 Comptroller-Accountant ____________ 3,000 Two Assistant Acountants________ 4,000 Two Stenographers______________________ 3,000 Office Boy or Messenger____________ 1,000 Light, Telephone,
Stationery, etc.________________________ 1,000 Legal, Advertising,
Printing, etc. ---------------------------- 3,000

Total Administration $20,000
Maintenance
Patrol Boat and its maintenance _________________ ----------$ 500
Motor Vehicle maintenance________ 500

$20,000

Janitorial and Repair Service ----------------------------- ________ 24,500

Total Maintenance $25,500 $25,500
Field Overhead for Checkers, Clerks and Policing________________________,_______________ 50,000

Total Operating Expense $95,500

Based on the tonnage of 298,000, this would

amount to 32 cents per ton. This unit operating

cost has been applied to the estimated yearly

tonnage of freight to obtain the year-by-year

operating costs shown by Table 17.



Fixed charges consist of annual interest on

principal loan and amortization payments. Any

estimate of this, naturally, involves an assump-

tion as to the method of financing, the probable

interest rate that will have to be paid, and the

duration of the bond issue as affects yearly re-

tirement.

For the purpose of this report, it is assumed

that the project will be financed by State Port

Authority Revenue Bonds. We have assumed 40-

year annuity bonds, the shortest term of whiCh

will run for 5 years and the longest for 40 years.

The interest rate has been assumed at 4%.

A schedule of such type of bonds on a 4% in-

terest rate for a principal loan of $4,200,000, the

estimated cost of the project, is shown on Table

16.

Under this schedule, interest will start im-

mediately with the consummation of the loan. For

the year required for construction, the interest,

when due, will be paid from the construction cost,

after which there will be five years of operation

during which the revenues will have to only take

care of annual interest in the amount of $168,000

at the 4% rate. Beginning with the sixth year, the

revenues will have to take care of interest and

also bond retirements, these annual bond and in-

terest requirements being as indicated on Table

16 for the entire forty-year period.

The cost of freight handling varies depending

upon operating conditi.ons and locality. In arriv-

ing at a fair figure to use as the cost of handling

in Brunswick, a comparison was made of rates

charged in that lo~ality, as listed in "Port Series

No. 10" of 1940 published by the United States

Army Engineers, with an analysis of freight

handling costs at New Orleans, contained in a
study made by V. J. Bedell Company* and studies

made by other authorities.

*Study of Comparative Operating Costs-Inner Harbor Canal Project vs. River Front Wharves by V. J. Bedell Company.

54

TABLE 16
BRUNSWICK
SCHEDULE OF ANNUAL PAYMENTS OF PRINCIPAL AND INTEREST TO RETIRE LOAN IN 40 YEARS @ 4% INTEREST BASED ON UNIFORM TOTAL ANNUAL PAYMENTS

Principal Amount $4,200,000

YEAR PRINCIPAL INTEREST

TOTAL

1st 2nd 3rd 4th 5th Total 5-yr Period

$168,000 168,000 168,000 168,000 168,000
$840,000

$168,000 168,000 168,000 168,000 168,000
$840,000

6th 7th 8th 9th lOth 11th 12th 13th 14th 15th 16th 17th 18th 19th 20th 21st 22nd 23rd 24th 25th 26th 27th 28th 29th 30th 31st 32nd 33rd 34th 35th 36th 37th 38th 39th 40th
6th to 40th yr. Total
40 yr. Total

57,000 59,300 61,700 64,100 66,700 69,400 72,100 75,000 78,000 81,100 84,400 87,800 91,300 95,000 98,700 102,700 106,800 111,100 115,500 102,100 124,900 129,900 135,100 140,500 146,100 152,500 158,100 164,400 171,000 177,800 184,900 192,300 200,000 208,000 217,200
$4,200,000
$4,200,000

168,000 165,720 163,348 160,880 158,316 155,648 152,872 149,988 146,988 143,868 140,624 137,248 133,736 130,084 126,284 122,336 118,228 113,956 109,522 104,892 100,088 95,092 89,908 84,492 78,872 73,028 66,948 60,624 54,048 47,208 40,096 32,700 25,000 17,000
8,688
$3,676,330
$4,516,330

255,000 225,020 225,048 224,980 225,016 225,048 224,972 224,988 224,988 224,968 225,024 225,048 225,036 225,084 224,984 225,036 225,028 225,056 225,022 224,992 224,988 224,992 225,008 224,992 224,972 225,028, 225,048 225,024 225,048 225,008 224,996 225,000 225,000 225,000 225,888
$7,876,330
$8,716,330

The average cost per ton to move freight from cars to warehouse or from warehouse to cars is indicated as follows:

The "Port Series No. 10" of 1940, covering the ports of Savannah and Brunswick, give a rate list of 25 items covering the charges for freight handling as above. The average of these charges is 55c per short ton.
The study of V. J. Bedell Company at New Orleans indicates an average cost of 57.6c per ton exclusive of overhead, etc.

We have arrived at an average cost of 56.5c per ton for this service at the proposed State Terminal as we believe that by use of modern freight handling methods, this cost will not be exceeded and that it may even be possible to operate at a lower cost depending upon the type of the average cargo. For example, the following extract from an article published in the "World Ports" of November 1944 by Harry E. Stocker, assistant prof~ssor of Transportation at New York University and director of Harry E. Stocker Associates, transport counsel, indicates a saving of 90% in the handling of canned paint when resort is had to modern hand-
ling methods:

"Saving Resulting from Palletized Shipment

of Paint"

Palletized Unpalletized

Number of cans of paint in car 1,344

1,305

Men to unload car________________________

2

7

Time to unload____________________________ 1%, hrs

7 hrs

Man hours to unload car____________ 3% hrs 49 hrs

Cost per man hour____________________ $0.88

$0.88

Cost of equipment operation____ $0.88

$3.50

Cost to unload car________________________ $3.96

$46.62

Cost to unload car per ton________ $0.113 $1.37

According to the "Port Series No. 10," it is customary at Brunswick to consider stevedoring as the handling of freight from the crane hook alongside the ship to the stowed position in the hold and vice versa. The cost of handling from warehouse to ships would therefore be an item of expense for the proposed State Terminal. Many authorities consider stevedoring as the movement from transit shed or warehouse to stowed position in ship or vice versa and most freight handling studies are along these lines and give few figures comparable to our situation.
From an analysis of a rate list in "Port Series No. 10" covering 132 items and V. J. Bedell Company's study, it was assumed that a conservative figure of 56.5c per ton would cover this item.
For the purpose of estimating the cost of hand-

;)5

ling the freight through the terminal, the cost of 56.5c per ton for handling freight from cars to shed or warehouse plus 56.5c per ton for handling freight from shed or warehouse to ship's side equals $1.13, the total cost of handling freight through the port, exclusive of stevedoring which would be paid for by the steamship being loaded or unloaded.
It is estimated that 25% of the freight handled would be loaded or unloaded direct from or to cars alongside of the ship and 75/{ would pass through the transit shed or warehouse. With this 25% at 5~.5c per ton and the 75% at $1.13, the average cost of freight handling through the terminal would be 99c and this figure has been used in subsequent computations of terminal expenses.
To summarize the costs of terminal operation and maintenance, bond service and direct labor for freight handling, for the year selected for illustration, we have the following:
Terminal Operation and Maintenance __ $ 95,500 Bond Interest and Amortization______________ 225,000 Freight Handling-
298,000 tons at 99 cents.. ___________________ 295,000
Total Cost $615,500
The costs of each year of terminal operation, during the entire 40-year period of financing, are shown on Table 17.
Revenue and Results of Operation
From revenues from freight traffic alone, the terminal will not be self-liquidating. The average
annual deficit will be $206,000. *
The estimated revenue is based on the following assumptions:
(a) The tonnage of the commodities that it is assumed will be diverted to the State Terminal, including also the tonnage expected to be solicited from the Midwest, is as. shown on the Tonnage Graph of Plate 20.
(b) It is assumed that in the mean year, with a mean tonnage of 300,000, approximately onethird of the tonnage passing through the terminal will be high-processed goods and manufactures; and that two-thirds of the tonnage will consist of raw materials and low-processed commodities. This assumption is considered reasonable as we
*In arriving at this average annual dificit, the deficits for the first five years of operation were neglected as not being typical, inasmuch as bond amortization payments start with the sixth year.

have based tonnage figures on the securing of traffic from the Middle West which will largely consist of manufactured products, and on the increased industrialization of local territory.

(c) The following average terminal charges in cents per ton are assumed:

Wharfage on all goods-21 cents. The normal charge at Brunswick at present is 22 cents per ton. Due, however, to the lower wharfage charge on naval stores and the relative amount of this commodity that can be expected, this charge has been reduced for estimating purposes to 21 cents.
For movement from shipside to cars of raw materials and low-processed commodities-50 cents. The present general charge at Brunswick is 55 cents. Fertilizer material, however, carries a lower rat~. In anticipation that sizeable quantities of this material may move through the terminal, the charge has been reduced to 50 cents. This rate is also applied for movement from shipside to storage and again from storage to cars.
For movement from shipside to cars of highprocessed goods and manufactures-90 cents per ton. This is believed reasonable as it would include machinery, radios, automobiles, separate articles, and compares with the present Brunswick rate for such material ranging from 88 cents per ton upward. This rate of 90 cents is also applied for movement from shipside to storage and again from storage to cars.
Storage is assumed at the rate of 20 cents per ton for one month. The normal rate at Brunswick is 22 cents for 30 days.
(d) It is assumed that wharfage will be charged on all tonnage moved through the terminal. It is assumed. that 25% of the freight will be moved from shipside to cars; 75% will be moved from shipside to storage; 75 ;; will be moved from storage to cars; and 25% of the tonnage will be in storage for a period of one month.
On the basis of the foregoing assumptions, the revenue per ton on 200,000 tons of raw materials and low-processed commodities will be as follows:

From Wharfage___ ---------------------------------------$0.21

From ::'.iovement ShipsirL to Cars

__ _ 0.125

From Movement Shipside to Storage___________ 0.375

From Movement Storage to Cars_______________ --,- 0.375

From Storage Charges_______ ------------------------------ 0.05

Total $1.135* *per ton on 2j3 of the freight
On 100,000 tons of high-processed goods and

56

,....1f't
BS!'IMATED :RESULTS OJ' OPEBA'rlOB
JOI
lK> YEAR POSTiiB. PERIOD
:Based on Terminal Construction Costs of $4,200,000

Year

Estimated Tonnage

Cost of Bond Service 0 '4~

lreight Handling
Oost 99 per 'ton

Terminal Operation & Mainten-
ance Costa 0 7i2.1 ner ton

Total Cost

Revenue 0 $1..37 per ton

Deficit (-) or Su.l1?1ua (+)

1

162,000

168,000

2

174,000

168,000

~

186,000 198,000

168,000 168,000

5

210,000

168,000

6

222,000

.225,000

7

234,000

225,020

8

246,000

22,,048

9 10

258,000 270,000

22 .980 225,016

11

274,000

225,048

12

. 278,000

224,972

13

282,000

224,988

14

286,000

224,988

. -VlI

15

290,000

224,968

16

294,000

225.024

17

298,000

225,048

18

302,000

225,036

19

306,000

225,084

20

310,000

224,984

21

314,000

225,036

22

318,000

225,028

23

322,000

225,056

24

326,000

225,022

25

330,000

224,992

26

334,000

224,988

27

338,000

224,992

28

342,000

225,008

29

346,000

224,992

30 31

350.000 354,000

224,972 . 225,028

32

358,000

225,048

33

362,000

225,024

34

366,000

225,048

35

370,000

,225,008

36

374,000

224,996

37

378,000

225,000

38

382,000

225,000

~

386,000 7;q0 000

225,000 22'\ .. ~88

160,380 172,260 184,14o 196,020
297,900 219.780 231,660
243.tg 255. 20 267.300 271,260
275.220 279.180 283,14o 287,100 291,060
295.020 298,980 302,94o 306,900 310,860 314,820 318,780 322,74o 326,700 330,660
334,620
338.580 342,54o
346,500 350,460
354,420
358.380
363.34o 366,300
370,260
374,220 378,180
382,14o 7i~6 100

51,84o 55.680
59.520 63.360 67,200 7l,04o 74,880 78,720 82,~. 86, 87,680 88,960 90,24o
91.520 92,800 94,080
95.36o 96,64o
97.920 99.200 100,480 101,760 103,04o 104,320 105,600 106,880 108,16o
109,44o 110,720 112,000 113,280
114,560
115,84o 117,120 118,400
119.~80
120,960 122,24o
123,520 124.800

380,220
395.94o 411,660
427.380 443,100 515,820 531.560 547 ,308 562,960 578,716 583,988 589.152 594,4o8 599.648 604,868 610,164 615,428 620,656 625.944 631,084
636.374 641,6o8
646,876 652,082
657,292 662,528
667 ,772
673.028 678,252
683,472 688,772
694,028
699,244
704,508
709.708 71~;956 720,180
725,420
7J0,66o 736,780

221,94o 238.380 254,820 271,260 287.700 3Q4.,14o
320.580 337,020 353.460 369.900 375.380 380,860 386,34o 391,820
397.300 4o2,780 4o8,260
413.74o 419,220 424,700 430,180 ~5,660
l,14o 446,620 452,100
457.580 463,060 468,54o .474,020
479.500 484,980
490,460
495.94o 50J.,420
506.900
512,380
517,860
523.34o 528,820
1:;~4.~

--------------

158,280
157 I 560 156,84o 156,120
155,4o0 211,680.
210,980 210,288
209,500 208,ea6 208,608 208,292 208,068 207,828

- 207 ,!;68
- 207,384 - 207,168

--- 206,916 206,724 206,384
- 206,194

-------------------

205,948 205,736 205,462 205,192 204,948 204,712 204,488 204,230 203,972 203,797 203.568 203,304 203,088 202,808
202,518 202,320 202,080
22002.1::.

manufactures, the revenue per ton will be as follows:
From Wharfage________________________________--$().21
From Movement Shipside to Cars___________ 0.225 From Movement Shipside to Storage_______ 0.675 From Movement Storage to Cars_______________ 0.675 From Storage Charges_____________________________________ 0.05
Total $1.835* *per ton on 1j3 of the freight
The total weighted average revenue per ton will then be $1.37.
It will be noted that in the development of revenues, which are estimated for the purpose of determining the over-all financial picture, that no separate study has been made of the revenues that may be received from coastwise terminal operation. Such coastwise terminal operation is organized on a different basis; freight handling is different; and a coastwise carrier may want to lease the terminal and use its own equipment and personnel. Terminal charges are usually absorbed in through-rates'. It may be expected, however, that successful operation of the coastwise terminal will bring in equivalent net revenues.
Table 17 shows the tesults of operation of the Port for the 40-year period of financing, taking into account the expected tonnage, revenue obtained, the fixed charges for interest and bond amortization and the expenses of operating and maintaining the terminal. From this table it is apparent that the project on this basis would not be self-liquidating. The revenue obtained would cover the operation and maintenance costs and leave a slight surplus to be applied for the payment of interest ~nd amortization of bonds.
In the past, public works have been aided by Federal grant. Should such funds become available and should tlie grant be 50% of the cost of construction, the deficit would be reduced. It is coincidental that reduction of the debt by a 50% grant would reduce the deficit by about 50%.
Port deficits are not unusual. Practically no ports are self-liquidating and it has been customary in the case of public-owned terminals to meet deficits out of money raised by taxation.
In a paper presented by Mr. W. P. Hedden, Chief of the Bureau of Commerce, Port of New York Authority, at the 26th Annual Convention of the Society of Port Authorities in 1937, he stated that of twenty public port operations handling nearly three quarters of all tonnage in the United States, three had a net composite operat-

ing loss of $30,000 per year before interest and retirement charges were paid. Sixteen were able to meet their current operating and maintenance expenses and only one showed a net profit after paying interest and retirement charges. The composite annual debt charges for the twenty ports amounted to $15,500,000, or about 6.2% of the outstanding debt. The composite net operating revenue amounted to $8,500,000, or 3.4% of outstanding indebtedness, leaving approximately $7,000,000 to be raised by taxation. Railroad wharf operations are in a somewhat similar position. A summary of these twenty ports, railroad wharves on the Atlantic and Gulf Coasts and seven Canadian ports is as follows:

MILLIONS OF DOLLARS

Funded Deficit After

Debt Debt Charges

Public Agencies in 20

United States Ports________________ 249

7

Railroad Wharves on Atlantic and Gulf Coasts______________________ 92
Seven Canadian Ports_____________ 145
--
Total 486

14 6.2*
-
27.2

*Adjusting for bridge operation reduces this deficit to approximately $5,200,000.

It will be noted that the total deficit of the foregoing is approximately 5lj2 % of the total funded debt. The estimated results of operation of the proposed state terminal at Brunswick indicates an average annual deficit of about 5% of the total debt. If the expense for solicitation of $31,000 per year is added to this as is developed in Section VII, the total deficit will approximate 5-2/3% of the total investment.
Benefits from the Port
The benefits received by a community from a port development are principally indirect. These indirect advantages are increased trade opportunities, not only for the immediate locality, but for the whole surrounding area. General industrial development is facilitated and exploitation of potential industrial possibilities is made more practicable.
A port may be considered as a gateway to the state and nation, and as such may be considered an extension of the highway system. If it has been justifiable for the state to maintain a highway system through taxation because of the benefits it provides to the people as a whole, it is also

58

.justifiable to maintain the "gateway" by the same means.
A further extension of this idea is to consider a port as akin to any general public improvement such as an airfield, an educational institution or even a department of government, because of its widespread general benefits which are often as intangible as those of the institutions mentioned. Viewed in this light, it appears quite justifiable to finance a port by the same means that are used
to finance such institutions.
To use the taxing power of the state to make up the losses suffered by a state-owned enterprise, such as a port, is justifiable if the people of the state are benefited by the operation of the enterprise. A private business will often operate a given department at a loss and will consider the loss justified if such operations increase the business of other departments.
The proposed port facilities a,t Brunswick will
be of benefit to all the people of Georgia, but such benefits are not necessarily those which can be statistically evaluated. It can be expected that with the creation of the terminal facilities and the securing of cargo for them regular steamship sailings at the port will be established. The constant coming and going of ships at a port city acts as a stimulant to the city's business. The ships have to be supplied and repaired and the growth of many new forms of business 'in the city results.
It may be conservatively estimated that at 1938 prices, a ship engaged in foreign trade disburses at least ten thousand Q.ollars per sailing out .of a port. The range will probably run from about two thousand dollars as a minimum to possibly fifty thousand dollars in the case of repairs and complete bunkerage. This estimates checks with past estimates and records* corrected for the general change .in price level. These expenditures benefit the merchant, the banker, the manufacturer, and the agricultural producer.
On the general subject, we quote the following statement from "The Alabama State Docks," a publication of the Federal Reserve Bank of Atlanta:
"As a state enterprise, the state docks should be judged not solely, or even ~hiefly, on the basis of monetary profit or loss. One of the main purposes in the establishing of the docks system was to provide benefits to the whole economy of the state. Such benefits have
clapp, MacElwee

indubitably been experienced, even though they cannot be stated in statistical terms.
"Ordinarily, any growth of industry that provides a market for the state's raw materials and gives employment to the state's citizens is rightly looked upon as a state gain. That the state docks have had such an effect is obvious. Moreover, in so far as some of these new industries are not tax exempt, they contribute to the support of state and local governments. Those now tax exempt will also make large contributions of tax money when their exemption privileges expire.
"Undoubtedly, the Birmingham industrial area has benefited by having an outlet to the sea, accessible by both rail and water. Up to May 1944, 8.7 million tons of traffic had moved to or from Birmingham alone over the state docks. An estimated $4,250,000 in freight charges was saved over what would have been paid had this tonnage gone through competing ports. On the tonnage moving to or from the whole state of Alabama, the savings in freight charges are estimated at seven million dollars.
"Farmers also benefit from the state docks. The facilities provided for handling fertilizer effect important savings for many groups of farmers. The recently constructed cold-storage plant is of growing value to farmers not only in the immediate vicinity of Mobile but over a very wide area. Before the war, commodities stored in the plant included eggs, poultry, butter, pork, beef, cheese, potatoes, satsuma oranges, and cabbage from Alabama; bananas from Mexico; citrus fruits from California and Florida; fish from Alabama and Massachusetts; quick-frozen vegetables from Maine; eggs from Missouri, Nebraska, Tennessee, and Washington; apples from Georgia, Virginia, Oregon, and Washington; frozen eggs and turkeys from Texas; and butter from Oklahoma. In some cases the coldstorage facilities have made it possible for farmers to withhold their perishable produce from the market at times when prices were low and to ship when prices were more favorable. This is likewise true of seafoods, of which large quantities are quick-frozen and shipped or are held for later distribution, thus greatly benefiting the fishing industry of the state.
"Benefits such as those just enumerated are real even though they cannot be measured precisely. Therefore, they must certainly be taken into account in any appraisal of the value of the docks to the state. All together, they may well outweight any monetary loss appearing in the operation of the docks themselves.
"An additional gain to the state from the development of the port is to be found in the increased value of the land that the state has improved by its docks project. The transfer of 28 acres of land, the site of old railroad terminals, to the city of Mobile less than a year ago was at the rate of approximately $20,000 an acre. This was vacant land. If the state's 550 acres of improved land were to be valued at half the transfer value of the old railroad property, the value of this land would amount to 5.5 million dollars. If to this were added the book value of the docks, the railroad, the warehouses, and the equity in properties being ac-quired on a rental-purchase plan, then the value of the state docks would exceed 16 million dollars."

59

SECTION V. LOCAL INDUSTRIAL DEVELOPMENT

Opportunities For Industrial Expansion
The construction of a State Terminal at Brunswick should accelerate development of new industries in the vicinity of Brunswick. Following the development of a state terminal at Mobile, ten large industries located in the vicinity of the terminal. Similar opportunities for industrial expansion are present at Brunswick.
It is of advantage to a port to have a volume of industry in its immediate vicinity. The Port of Brunswick will have to offer to industry (1) its own terminal and transportation facilities, (2) industrial sites with rail and water connections, for ocean, coastwise and internal carriers, and (3) lower taxes (provided these are clearly provided by law and beyond misunderstanding) .
, At Mobile, the state terminal has either directly or indirectly influenced the location of plants that have investments of more than thirty-two million dollars in Mobile. There are ten principal plants, four of which have to do with the manufacture of paper and its products, two with the manufacture of lumber, one chemical plant, one bauxite processing plant, one oil terminal, and one gypsum products plant which also manufactures other building material. There are several other smaller industries.
The foregoing industries have been more or less influenced by the existence of the state docks. Not all of them can have their locations ascribed to the existence of the state docks at Mobile because controlling circumstances in some cases are source of raw material or markets, but in competition with other localities, the state docks were a principal argument.
Business location is cumulative as is common knowledge. When a group of businesses locates at a certain point, the tendency is for other businesses to concentrate around it. The process is an expanding one.
At Brunswick, with a state terminal, similar advantages to those which have attracted industry to Mobile will exist. There is ample industrial area with good foundation conditions for buildings and structures, and there is easy access to rail and water connections.
Opportunities for increasing manufacture in local areas is revealed by the industrial analysis for the State in Appendix D. This analysis shows

that the value of products manufactured in the State in 1940 could have been increased by $750,000,000 or by nearly 100% in that year. This increase in manufaeturing would have provided merely the difference between production and consumption for articles which could have been manufactured within the State.
Georgia has a population of approximately 3,124,000*, or about 2.38% of the population of the United States. In 1940, Georgia had 23,688,631 acres of land under cultivation the income from which, including subsidy payments by the Government, amounted to $190,183,000. As compared to the total farm income of the United States, this income in Georgia was 1.6% and the acreage of Georgia was 2.2% of the total. The average income per acre in the United States was thus about $11 while the average income per acre in Georgia was about $8.
The above indicates land under cultivation that produces but a bare existence for many farm workers and attendant low purchasing power.

The industry of Georgia, in the class of manu-

facturing plants, as compared with the total in

the United States is as follows:

Number of Manufacturing Plants________________ 1.7% Wage Earners____________________________________________________ 2.0 o/o
Wages Earned___________________________________________________ 2.1 o/o

Cost of Materials Consumed__________________________ 1.2%

Value of Products______________ ---------------------------- 1.2 o/o
The store trade of Georgia as compared with

the total of the United States is as follows::

Number of Stores, Wholesale and Retail 1.90% Sales Value, RetaiL_________________________________________ 1.50% Number of Employees, RetaiL______________________ 1.70% Wages Earned, RetaiL___________________________________ 1.30%
Sales Value, Wholesale____________________________________ 1.46%

Number of Employees, Wholesale____

__ 1.57%

Wages Earned, Wholesale______________________________ 1.33%

The employment in the State as compared with the total employment in the United States is as follows:
Population of the United States over 14 years of age that are employed________________ 52%
Population of Georgia over 14 years of age that are employed____________________________ 55%

Based on the ratio of Georgia's population to that of the whole country, wholesale and. retail trade is not up to the country-wide average levels,

*Statistics given in this discussion are based on United States Census Reports.

60

'although the employment level of the State is above average. The high employment level appears to be due to the occupation of many people inlow-profit agriculture. This is a further indication of low purchasing power.
To inc~ease the purchasing power of the people in the State, there is needed a constructive plan for transferring many people from low profit agriculture. to industry and for assistance in the way of selection of the best paying crops and of irrigation where needed to those people working the best farm land.
The establishment of new light industry of the manufacturing type would absorb the low productive farm. labor, increase purchasing power and thereby raise retail and wholesale sales. This, in turn, would encourage further increases of business and industry.
There is p,resented in Appendix D, data which indicate Georgia's deficiency in industries. This . table gives a list of light industries which, it is believed, are suitable either for establishment or expansion in the State. In general, it shows with respect to each industry the number of plants now existent in Georgia and in the United States and the expansion possible in Georgia, if the basis for expansion is taken as ' the ratio of the population of the United States to that of Georgia. To illustrate how this table has been prepared, we will take as an example the industry representing the manufacture of coats, suits and skirts..

UNITED STATES

Number of Establishments...................

1,120

Population ............................................. 131,669,000

Population served by each establish-

ment 131,669,000j1120...................... 117,500

Value of products....................................$275,855,851

Value of products per capita

$275,855,851j131,669,000 ..................

$2.09

Number of employees ...........................

30,240

Number of employees per

establishment ..........:...........................

27

GEORGIA

Number of establishments at present

0

Population ................................................ 3,124,000

Value of products at present................

0

Potential additional establishments

3,124,000

- - - - X 1,120................................

27

131,669,000

Potential additional employees 27 x 27

729

Potential additional value of products

3,124,000 X $2.09............---------------------- $6,650,000

The total value of the products involved in such

an industrial expansion would be $751,682,210 with a potential increase of 134,569 employees. It is not likely that all of these industries will be established in Georgia. In a program of promotion, careful consideration should be given to those industries which are suitable from the standpoints of market, and availability of skilled labor and of raw materials. Special attention should also be paid to those industries which would most likely result in cargo through the ports.
rhe Effect of Industrial Development Upon Port Traffic
Because of location factors, both State and local industries will make important contributions to the traffic which would be handled by a state terminal at Brunswick. This potential local traffic will account for substantial tonnage which passes through the port.
On a conservative basis, it can be assumed that about 30% of the potential expansion is likely to take place in the near future. On this basis, the value of the new products would amount to approximately $225,000,000. Products of the type listed are of relatively high value. Based on the values per ton of similar products as given in House Document No. 137, 78th Congress, 1st Session, entitled "Regionalized Freight Rates: Barrier to National Productiveness," we would estimate that on the average, the value per ton of the products listed would be about $535. The tonnage which will be produced, based on this unit value, would amount to about 420,000 tons.
In general, in the United States, we export about 10% of what we produce. Applying this percentage to the tonnage which will be produced in Georgia, we would have an export tonnage though the ports of about 42,000 tons. Increased income to this state will also provide a volume of consumption which would stimulate imports. Imports in the United States are approximately 60% of exports. Applyingthis to Georgia, we may expect an import trade of about 25,000 tons. In total, we may therefore expect a tonnage from this source of 67,000 through the Georgia ports.
The part of this tonnage which will flow through the Port of Brunswick is dependent on the competitive effort that is put forth to obtain it. The principal competitor for this tonnage will be Savannah, and, assuming equal competitive effort, half of this tonnage could move throUgh Brunswick.

61

Industrial Survey of Brunswick
Because manpower is a most important industrial asset, it is good business for Brunswic~ to continue and expand its efforts to offer standards of living equal to those found in the better industrial communities.
Industrial development of the port will require an investigation of an industrial water supply. This study should be instituted at once as it will be one of the first questions asked by prospective occupants of the industrial site.
The buying and investing power in Brunswick has increased 700% since 1941. Some part of this increase might be invested in the new industries which could serve the southern and foreign markets, with minimum production and distribution costs from Brunswick as a point of manufacture.
There are many prosperous industries in Brunswick that may be expanded such as shipbuilding, naval stores, pulp and lumber, fisheries, paint and varnish manufacture, tool manufacturing, and others.
The State market for selected new industries which could be located in Brunswjck could be in excess of $200,000,000 annually. There are approximately thirty industries which can be selected as most important. These include items of agricultural production, processing of natural products and manufacturing industries.
Brunswick now has, in addition to natural resources, an abundence of skilled and semi-skilled workers, a large force of common labor, ample electric power, adequate housing and enlarged educational, recreation and health facilities essential for industrial development.
The Glynco Naval Air Station is well located, and if it should be released by the Navy at the conclusion of the war, it could be changed over to a veteran's hospital, a commercial airport or the site for a large industry.
Both the City of Brunswick and Glynn County grant tax exemption privileges for a period of five years to new industries as well as to existing industries which enlarge their plant facilities.
A program of action for industrial development of Brunswick is suggested, and embraces a new water supply and sewerage system; work on the Coastal Highway; assistance to Jones Shipyard; expansion of present and introduction of new industries, and development of commerical and industrial services for the Port.

The foregoing nine points are discussed at length in Appendix A, the text of which was prepared ana written by Wallace Clark & Company, Industrial Consultants.
Jones Shipbuilding Plant
This plant may be continued as a shipbuilding plant or might be developed into a station for the lay up and repair of government-owned vessels after the war. The Maritime Commission lias requested a report of the operator on the future use of this yard. Brunswick has certain advantages such as location and climate that make it suitable for consideration as a ship sanctuary. The interest of the port and the community should be organized for the future use of this yard.
As a shipyard continuing in operation, there is a good supply of suitable labor available and the yard is directly connected with the steel-producing area of Birmingham by the Atlanta, Birmingham & Coast Railroad. It should be noted also that there is adequate rail connection with the Middle West and the East for the convenient transportation of machinery. The fact that this yard is owned by the Maritime Commission and that some post-war arrangement for purchase or continued operation by permanent management would be necessary means that financing must be considered.
As a ship sanctuary, the Brunswick area presents a suitable place for the laying up of ships. It is well sheltered, conveniently located, and has a mild climate. Necessary basins can be dredged to sufficient depth and below this there is sufficient hard bottom to permit the economical construction of necessary wharves and other structures. The present basin at the Jones Shipyard is adequate for overhauling of ships and of ample capacity. A dry dock of at least 6000 tons capacity will have to be provided. This would probably be a floating dry dock.
We have discussed this matter of ship sanctuary and maintenance with the U. S. Maritime Commission and we are advised that they are sufficiently interested in the location to have requested from the present operator of the yard a preliminary report and recommendation on such future use.
Forest Products Industry
Extended comment is desirable on the fact that Brunswick is advantageously located to become a commercial center for an increased forest pro-

62

ducts industry. The port interests should assist forest improvement.

The local tributary. area of Brunswick has long

been noted for the extent and value of its forest

resources. The social and economic structure of

the region is intimately connected with the use

of land for growing timber crops and with the

manufacture, marketing, and transportation of

forest commodities. The forest-using industries

have played a major role in .the development and

progress of the area, and there is every indication

that they will play an even greater role in the

future if furnished abundant and suitable raw

material

,

For many years the. area has been the heart of the naval stores belt, and the business of producing rosin and turpentine from the longleaf and slash pine forests has been the dominant forest activity for several decades. The forest industries producing lumber, poles, ties, and simlar commodities have had in the main to take second place, both in economic importance and in the order of their access to the forest stands. Recent developments, however, seem to indicate that the future may see a change in this situation.

The southern half of Georgia with so many natural factors favorable to tree growth should not be content with the comparatively small improvement in growth needed to balance its present forest budget. It should look forward to an intensive development of this, its main natural resource, with the incentive of perhaps doubling its annual yield within the next twenty years. The soils and the climate are favorable to the growth and development of forest stands; the native species are noted for their favorable growth and response to man's efforts to improve them. The nearness of the area to the great centers of population and consumption in the East and Middle West, with a port oil the seftboard which would serve as a base for overseas shipment, would give it ample opportunity to market its forest products.

Within the last few years the new pulp mills that have beerr located in this section of Georgia or nearby have acquired large areas of forest land on which the first objective of management is the production of wood rather than naval stores. Furthermore, the large new outlet for pulpwood from lands other than company-owned is developing a different concept of management. Although the production of gum turpentine and rosin is likely always to be one of the outstanding sources of

wealth from longleaf and slash pine forests, increasing profits from integrated utilization, including pulpwood sales, may eventually change it from a primary to a secondary objective of forest management.*
Brunswick offers a site for the location of an integrated forest products industry, particularly for the utilization of advanced wood processing. Glues and resins produced by chemical treatment of forest products may be combined with veneers** to produce plywood, a material that is constantly extending its range of usefulness. It is possible that after the war there will be a considerable industry developed in pre-fabricated houses and especially in pre-fabricated units for houses. Brunswick is near a source of supply for the necessary metals in the Birmingham area, ceramics from Macon and Augusta, and offers a ready point for rail and water transportation of the finished products.
It is to the interest of the Port to do all that it can to assist in improving the forests of its tributary area, because as the economy of this area improves, the Port and the City will be aided. The pressing need for increased industrialization to furnish greater employment for both capital and labor fully justifies a sustained effort to this end.

City and County Planning

With.the development of plans for the Port and comprehensive highway improvements, it is believed desirable that some general or master plan of future development of the City and County be set up. This should include studies of the development of public works and buildings, community facilities, railroad layout and connections, and zoning.

Exhibit II under Appendix A, prepared by

Wallace Clark and Company, lists the considerable

work already done by Glynn County and the City

of Brunswick.

'

With the development of a port and highway

system and expected increase of industrial de-

velopment and other business in the City of Bruns-

wick and Glynn County, it is desirable that a

master plan of future development of the county

be available for use in the orderly development

of the expected growth. Expansion of public works

will become necessary and additional public build-

ings should be provided for. Growth of the com-

*The text of this page is largely from the United States Department of Agriculture publication.
**Timber suitable for veneers is being depleted. Its cultivation should be especially fostered.

63

munity will require attention to schools, recreational and other community facilities. Increased traffic will require a study of the railroad layout, possible future grade crossings, and minor changes of trackage.

A zoning study is important in order that existing property values be maintained, suitable areas reserved for housing, and industrial areas located to the best future advantage of the City and County.

64

SECTION VI. OPPORTUNITIES FORTRADE WITH LATIN AMERICA

Not only should traffic from the local area and the Middle West be considered by Brunswick but attention should be paid to foreign markets. While the European market should not be overlooked, opportunities for traffic with Latin America via Brunswick exist. The Port is in a favorable position to participate in Latin American commerce.
For years past, the European market has been
our best and it may be expected to return to its
former position after the war. No Atlantic port should avoid looking to the European market as one of primary interest. While Brunswick is at -some slight disadvantage in so far as distance is concerned as compared with North Atlantic ports, this slight distance disadvantage is more than met by the favorable freight rate situation affecting manufactured products from the Midwest.
It is believed that these facts are generally known and need not further be discussed. However, to point out some of the opportunities offered by foreign markets, we hereinafter discuss the Latin American market because at the present time there is much interest by merchants and other American businessmen in that market and because Brunswick is favorably located for traffic with Latin America.
One-third of the total imports to Latin America i,s from the United States. The American share of total sales in South American countries is as follows:
Argentina ___ ------------------------------------------------------ 18% Brazil ------------------------------------------------------------------ 24% Chile ----------------------------------- _ __________________________ 28%
Colombia ------------------------------------------------------------ 50% Cuba -------------------------------------------------------------------- 71 o/o Mexico ---------------------------------------------------------------- 58% Venezuela ______________ -------------------------------- __________ 57%
The American share of total sales in South America is increasing.
Among South American countries, Brazil is of particular interest to the United States because the United States has long been Brazil's best customer. Brazil, at the present time, is expanding rapidly industrially, but it is expected that the market for most of its fifteen major industries will remain largely domestic. The country contains the world's greatest reserves of iron ore. There are large deposits of bauxite in the northern part of the country and yarying amounts of alloy metals are produced. Brazil produces most of the world's coffee, its principal normal export, fol-

lowed by cotton, canned meat, ~ides and skins, cocoa, carnauba wale, castor beans, precious and semi-precious stones including industrial diamonds, fruits and nuts, and timber.
The principal imports are machinery and tools, iron and steel manufactures, automobiles, wheat, coal, coke, chemical and pharmaceutical products, vehicles and accessories, gasoline, iron and steel, raw materials for manufacturing and combustibles. It can be seen, therefore, that there is a possibility of developing a considerable commerce with Brazil through Brunswick, assuming that facilities are provided and commercial arrangements are made.
It will be noted among the Brazilian import requirements that there are certain items produced in the South and that a good part of the imports are manufactured prod..Icts which are largely produced in the Middle West.
Cuba is an important market for exports to Latin America, and is first in all Latin America in values of exports to the United States. One reason for the importance of Cuban and United States trade relationships is that the products of the two countries are supplementary, each supplying what the other desires. Cuba's principal exports are, in order, sugar, molasses and syrups, tobacco, manganese, chrome and copper ores, and in lesser amounts, fruits and vegetables, coffee, cordage and fibers, hides and skins. The principal commodity imports are foodstuffs, textiles and textile goods, metals and manufactures, machinery and apparatus, chemicals and pharmaceuticals, petroleum and derivatives, paper and lumber, . automobiles, trucks and parts.
A review of the list of exports to and imports from Cuba, and a comparison of them with other Latin American countries indicates that trade with Cuba could be profitably explored by Brunswick. An additional attraction of this trade is the existence of favorable steamship rates between the United States and Cuba.
Argentina's exports are nearly entirely agricultural and pastoral. Most of the world's beef and corn for export comes from this country. Argentina stands high among Latin American countries both as a market for the United States exports and as a supplier of United States needs. Imports include coal, oil, iron and steel products for construction, vehicles and accessories, miner-

65

als, agricultural and industrial machinery, road and electrical equipment, yarns, glass, chemicals, and pharmaceutical products.
Brunswick is in a favorable position for the development of trade with Argentina and should supply an outlet for exportation of those products, largely made in the Middle West, which is convenient and economical.
The chief exports of Chile are nitrates, copper, iodine, sulfur, iron, wines, fruits, lumber, fish, and wool. Principal imports are cotton, lumber, paper, coal and coke, gasoline and oil, iron and steel products, machinery, electrical goods, vehicles and accessories. There is also minor importation of food-stuffs such as sweetened cattle.
Chile has a favorable trade balance and an accumulation of foreign credits available to cover purchases following the war. It will be noted that among the import demands of Chile are many which can be supplied from the local area in the vicinity of Brunswick. The favorable trade balance of the country makes this market particularly attractive and its possibility should be thoroughly explored.
Venezuela is principally an oil exporting country, 60% of the products going to Europe. A secondary export is coffee; and cocoa is an important export crop. Nearly all industrial equipment, machinery, textiles, vehicles, chemicals,

and, in general, industrial products are imported.
Colombia is a principal source of platinum and emeralds, but 90% of the exports of Colombia are in coffee, gold and oil. The country is tending towards industrialization, principally in the production of consumer goods, and this is reflected in imports of industrial equipment with machinery and other manufactured and semi-manufactured articles marking up 90% of the imports. Manufactural iron and steel products, chemical pro. ducts and vehicles and accessories are important secondary imports. Trade with Venezuela and Colombia is a possibility although the trends i:n these countries probably will be in the direction of New Orleans and the other Gulf ports.
Other South American countries such as Paraguay and Uruguay on the East Coast, Ecuador and Peru on the West Coast, offer markets which generally follow the pattern of adjacent countries.
Of all the countries, attention should be directed to Chile because of its needs for products produced locally to Brunswick and because of the trade in nitrates demanded by Georgia as fertilizer; Cuba because of its ready accessibility from Brunswick
and the prevalence of a favorable ocean rate to-
gether with its importance as a market for Ameri can products; and Brazil because it probably repre sents the largest potential unit in the Soutll American area.

66

SECTION VII. MANAGEMENT AND SOLICITATION

In order for Brunswick to regain its lost position and extend it, two things are necessary: (1) proper terminal facilities, and (2) aggressive organization and solicitation.
While it is not possible for a port to operate without proper terminal facilities, we have continually pointed out that it cannot succeed with.out aggressive organization and solicitation. This organization and solicitation can be on the part of the Port Authorities or it can be on the part of the railroads and other carriers who find it advantageous to make use of the port. It has been shown that almost all of the principal ports of the United States have been developed by railroads as termini for their lines. In most' cases, this has been carried out without a great deal of help from the other port interests. Tra~e has thus been established in certain particular channels and in order to obtain it for a port which has to develop its commerce, the port itself must not only organize the interested carriers but must, with its own forces, actively go out after the business.
A port is primarily a service selling organization. It has economies to offer but usually these are the same as are offered by other competing ports. Hence, it is essential that all of the advantages of a port be brought to the attention of shippers and prospective shippers and that this should be a continuous and sustained effort. Business cannot be obtained without active solicitation.
To accomplish such work at Brunswick a special efficient and aggressive organization is needed and to head such an organization, a port manager, who must be a business administrator of top grade, is essential. He must be a man who is capable of seeing the necessity for broad approach from the standpoint of sales. That is, he must be keenly aware that the interests of the Port extend far beyond its immediate locality and must know that he has to seek business in remote locations. He must be primarily interested in selling the Port, realizing difficulties between carriers and other conflicting port interests and getting them all to work together to obtain business. Besides the problem of the Port, he should have in mind the City of Brunswick and its locality and direct his efforts and those of his subordinates to the end that the story of Brunswick is made known everywhere, in order to attract new in-

dustry to locate in the State. He would also actually manage the Port. Such a port manager has to be a sales-minded executive primarily, and, at the same time, a good operating manager.
Functionally, the principal departments that he would have to operate are sales, operations, traffic, and maintenance and construction. The organization necessary must be commensurate with the size of the Port and its development and more than one of these functions can be combined in an able individual. For Brunswick, a manager is indicated who would combine the functions of general manager and sales manager. He should be assisted by an operations manager who would employ from time to time, as required, the necessary assistance to take care of maintenance and construction. This assistance would preferably be outside engineering or construction organizations. The manager should have an assistant who devotes a good part of his attention to traffic, that is, the study of freight rates and the opportunity for having them changed or revised to the advantage of the Port.
There should be a minimum of two field solicitors who should be traveling salesmen for the Port.
The general manager should look after industrial development and the attraction of industry to the port locality, particularly on its property.
There should be a competent general counsel. Such is necessary not only to present the affairs of the Port in such legal action as becomes necessary, but also to see that its case is properly presented to government authorities. He should also have active management of the procurement of proper legislation.
All of the port personnel should realize that the business of a port is not confined to a local area, but is world-wide.
The efforts of the solicitors should be backed up by advertising not only in trade papers.but in newspapers as well. For example, the City of Oakland, California advertises regularly in the New York Times, as does the City of Boston. This advertising should bring out the advantage of shipping through Brunswick and separate advertising should treat of the industrial opportunities the City has to offer.

67

Reducing all of the above to tabular form, we

have the following estimates of the soliciting

cost:

Salary Expenses

Port Manager ---------------------------- $7,000 $1,000

Traffic Assistant ---------------------- 4,000 Two Traffic Solicitors ____________ 8,000

1,000 4,000

Advertising --------------------------------

5,000

Miscellaneous ----------------------------

1,000

Totals _________________ ----------------$19,000 $12,000 Grand Total ---------------------$31,000
It is assumed the functions of operations manager will be performed by the port superintendent as a part of the operation cost. It is further assumed that the functions of the general counsel will be performed by counsel of the Brunswick Port Authority.
It should be noted that this cost is not included in the estimates of cost of operation of the State Terminal. It has been omitted for the following

reasons:
1. These expenditures are necessary for the development of the Port of Brunswick even if no terminal facilities are provided.
2. These expenses are over and above th~ ex-
penses of actual operation of the terminal and to
a great extent should be chargeable to the development of general industry in the area.
Were, this annual cost of $31,000 allocated as part of the cost of terminal operation, the average annual deficit would be increased to $231,000 which would represent approximately 5-2/3 per cent of the total investment.
It should be noted that these expenditures are in reality development costs and may be reduced as sufficient business comes to the Port, as it is possible that in time after the Port is well established the solicitation efforts of the railroads may be depended upon largely to bring in business.

68

APPENDIX A INDUSTRIAL SURVEY OF BRUNSWICK
Extracts From Report of
WALLACE CLARK & COMPANY
Consultants in Management
Made to Frederic R. Harris, Inc. Under date of December 9, 1944
69

Services for the Community
To make Brunswick a satisfactory location for present industries and for new enterprises, it is "good business" to offer standards of living equal
to those found in the better industrial communi-
ties. Much has already been done to improve this region for business and commerce as well as to make it a better place to live. The progress to date is summarized in Exhibit II at the end of this section.
If the skilled and semi-skilled workers who have come here during the war are to become permanent residents and if others are to be attracted to this locality, either as employers or employed, they must be assured of the continuation and improvement of the city services in water supply, schools, hospitals, housing and recreation. It is not eonugh, in a progressive community, merely to maintain such established services. They must be re-examined by open minds and constantly improved.
The water supply of Brunswick, which is from artesian wells, has been adequate in the past but during recent years we understand that the underground water level has been lowered and that a more plentiful supply is needed. A project is already under consideration to take water from the Altamaha River, bring it through settling basins, purify and pipe it to Brunswick.
This work should be carried forward in the near future, not only to insure adequate and pure drinking water but also for industrial purposes. The present supply from artesian wells is hard water and must be softened for use in boilers and industrial processes. If the Altamaha Project is put through, the water will no longer require softening.
A sewage disposal plant should be built to prevent the pollution of the harbor and waterways. The best experience of other communities which border on waterways, is that such pollution is a constant menace to health. On the industrial side, the Director of Georgia Coastal Fisheries has stated that the pollution of waters around Brunswick has been a major factor in the elimination of the oyster industry and that this industry cannot be reestablished until adjacent waters are free froin pollution.
The present housing, at least in number of dwellings, will be more than adequate if the population of the city should decrease to 35,000. An Act of Congress provides for demolishing some types of temporary housing in order that the

value of houses built before this war may be sustained, the development of a market for permanent private housing may not be interfered with and potential slums may not be perpetuated. The new houses are far better than many of the
old and it would be a serious blow to the city to
have the new units torn down.
We suggest that the City and County Governments make arrangements with the Federal Public Housing Authority so that workers in Brunswick's industries may continue to occupy these newer housing units. We have ascertained that this could be accomplish~d through the establishment, in the post-war period, of a local housing authority responsible to the City or County Government which would have the power of selling those housing units whose present occupants desired to purchase them and of operating the remaining units as a rental project. In this way the commuity would be conserving the assets of its present housing supply, as recommended by the Administrator of the National Housing Administration,* and would be providing desirable homes for its workers in place of the substandard buildings which are far below the requirements of a modern industrial city.
A community service to industry which has become increasingly important and is needed in Brunswick, is a full range of vocational courses provided by public or private schools, and integrated with local industries and the regional resources around which those industries are built.
Services for Private Industry
As the industries of Brunswick are expanded, the following services will be required:
Constractors for clearing land, excavating, grading and road building
Building contractors for industrial plants, public buildings and housing, for new construction, changes and repairs
Stocks of construction ana building supplies such as sand, gravel, cement, lime, drain pipe and lumber
Machine shops and electrical shops Shops for the repair of heavy equipment Pipe fitters and plumbers Carpenter and pattern shops Painters, outside and inside Civil and mechanical engineers
If a manufacturing plant must be self-contained and able to take care of all of its internal needs,
*John B. Blandford, in the "Stevens Indicator," Stevens Institute of Technology, October 1944, stated: "The assets of the present housing supply should be conserved.~

70

the operation of the plant becomes expensive and
fts executives have to devote too much of their
time to detail problems of construction of main tenance. On the other hand, if the managers can ea}l on the various services which usually exist in an industrial community, they can concentrate their attention on production, increasing its volume and reducing its cost.
During the war, the large plants in and around Brunswick have had to be self-sufficient because of the shortage of manpower, but if the usual industrial services are made available in the postwar period these plants could organize themselves for the normal operation and maintenance of their equipment and call on outside services for special maintenance, changes and extensions. However, these outside services must provide technical knowledge, experience and skill in their respective fields of a higher grade than is available in the average production plant.
The field of industrial services provides special opportunities for the returning service man or the shipyard worker who has the ability and experience. Financing can be secured from local banks and individuals who have good balances available for investment.

EXTENSION OF PRESENT INDUSTRIES IN
POST-WAR PERIOD
Employment
Present employment and the annual volume of business of commercial and ~ndustrial enterprises of Brunswick and Glynn County have been compiled by the Board of Trade, and are shown in Table 18 below. It will be seen that the two shipyards provide the greater part of employment and that forest products, second in importance, far exceed any other industries. The total figures on this table do not represent the complete business activity but. merely summarize the larger units. An active and prosperous industrial community is indicated by these figures

TABLE 18

EMPLOYMENT AND VOLUME OF BUSINESS* BRUNSWICK, GEORGIA

Commercial and

Number

Industrial Number of of

Enterprises Enterprises Employees

Annual Volume of
Business

Principal Manufacturers
Shipbuilding -------c------ 2 Naval Stores, Pulp and Lumber___________ 6
Fisheries -------------~- 7 Paint and Varnish_,_ 1

14,690
1,665 700 55

$107,330,000
21,775,000 1,280,000 1,000,000

Tool Manufacturers__ 1

15

Others ------------------------ 2

82

Principal Hotels____________ 4

474

Wholesalers ------------------ 22

280

Retailers ------------------------ 243

806

Service Establishments 86

438

Utilities -------------------------- 3

85

Banks, and Building

and Loan______________________ 3

52

City-County

Governments** ---------- 2

550

350,000 339,000 1,250,000 5,310,000 6,028,000 657,000 1,040,000

TOTAL

382

19,892

$146,359,000

*Source: Board of Trade, Brunswick, Georgia, October 31, 1944 **Includes Board of Education employees
Buying and Investing Power
Brunswick has adequate buying and investing power, as evidenced by the total of $38,340,078 deposits in banks and savings institutions and war bond purchases as of September 30, 1944. This is an increase of $32,959,510 (700%) since December 31, 1941, when the total was $5,380,566. (See Table 19)
This buying power will be available for immediate investment in local industries, which with good management should have an assured future in the Brunswick area. It will also he of considerable importance to Brunswick's wholesale and retail trade, inasmuch as individuals and their families will be able to pay for automobiles, radios, refrigerators, furniture, clothing and other things, many of which have been rationed or unavailable to civilians because of military needs. Buying and investing power, long one of Brunswick's majo:r economic handicaps, will be adequate for souri'd industrial expansion in the post-war period.
There are many prosperous industries in the Brunswick region. A few typical examples are noted below with the directions in which they may be expanded.
Brunswick Pulp & Paper Company
This plant, owned jointly by the Mead Corporation and the Scott Paper Company, makes sulphate pulp from pine and gum woods. The joint company bought 200 acres of marsh land on Turtle River, dredged the river and built up ten acres of land. Construction of the plant was begun in 1937 and completed February 1938. Capacity was expanded in 1940 from 150 to 250 tons of pulp per day. The company owns 140,000 acres of timber land within a radius of 45 miles. It has its own docks on Turtle River and before the war 50 per cent of its product was shipped by water. Due to shortage of ships

71

this has decreased to 10 per cent, but after the war shipment by the inland water route will be resumed. Facilities for rail shipments are ex-
cellent. This company now employs 515 workers and ex-
pects in the post-war period to increase to 575. As soon as materials become available the company will undertake a program to improve its equipment in order to increase its output and reduce costs.

TABLE 19

BUYING AND INVESTING POWER BRUNSWICK, GEORGIA

Dec. 31, 1941 Sept.30,1944

Deposits in Banks1______________$4,516,767 Deposits in Building &
Loan Associations2__________ 531,920

$18,752,030 800,000

Deposits in Credit Unions3 ----------------------
Postal Savings4 ----------------War Bonds5 ------------------------

34,420 195,598 101,881

127,787 900,988 17,759,271

TOTAL

$5,380,566

$38,340,076

Increase December 31, 1941 to

September 30, 1944:-----------------------------------$32,959,510

This total does not include currency in circulation

Sources !Brunswick Clearing House Association 2Brunswick Federal Savings & Loan Association 3Brunswick Pulp & Paper Company Federal Credit Union, and Hercules Powder Company Federal Credit Union 4Postal Savings Division, U. S. Post Office Department 5War Finance Division, U. S. Treasury Department
We recommend that this company or some affiliated interests build a paper mill adjacent to the pulp mill, to use the entire production of sulphate pulp and transform it into tissue, sanitary tissue or special papers for which there is a market in Georgia. This would make it unnecessary to ship the pulp to the North and bring back these special papers.
Paper manufacturing should be encouraged in Georgia at least up to the level of pulp manufacturing. In 1940 the Southeast had only 7 per cent of the United States wage earners in paper making, although it had about 25 per cent of the United States wage earners in the pulp industry.*
Georgia had only three paper and paperboard mills in 1940. Based on the per capita consumption of these products in the United States, Georgia
*"Southern Industry and Regional Development." By Harriet L. Herring. Published by the University of North Carolina Press, 1940.

might establish 12 additional paper and paperboard mills to serve the needs of its population
of 3,000,000.*
Hercules Powder Company
This company took over a small plant which with 300 employees handled 350 tons of wood per day. In 1940 the plant was expanded to handle 1,000 tons per day. Employees now number about 660 and in the post-war period will be brought up to about 800. From this plant 120 men have gone into the armed services and if they return they will make up a good part of the required number. Further increases in production, which are under consideration, may require about 100 additional men.
This plant handles an average of 30 carloads a day of pine stumps and from them extracts naval stores (rosin, turpentine and pine oils). A part of these products go through additional processes and are made into 200 different compounds required for plastics, protective coatings, paper, textiles, soap, disinfectants, insecticides, et cetera. In the post-war period Hercules expects to increase its output of end products until it eventually uses all of the rosin, turpentine and pine oil extracted from the stumps.
Brunswick Peninsula Corporation
This company deals in forest products and is engaged in the ownership and management of forest lands. It began operation in 1925 and now owns 25,000 acres of .timberland in Glynn County and 100,000 acres in Southeastern Georgia. It collects gum from 5,000 to 6,000 trees per week and delivers this to naval stores plants. The company cuts the timber, prepares poles and crossties by hand in the forest, sends the remaining timber to saw mills and pulp mills.
The corporation has about 400 employees, 150 of whom are in Glynn County. This is 35 per cent less than before the war and as soon as service men return and other labor becomes available, the number of employees will go back to the prewar level.
Filtered Rosin Products Company
This company consists of a Naval Stores Division and a Synthetic Division. It receives gum principally from the Brunswick Peninsula Corporation and produces about 150,000 pounds of rosin and turpentine per year and 12,000 pounds of
*See "Potential Growth of Industries Recommended for Brunswick," below:

72

synthetic resins. The company expects, within the next two to five years, to use all of its rosin and turpentine for the production of synthetic resins. Of its finished product about 65 per cent goes to the Eastern Seaboard, 25 per cent to the Midwest, with Chicago as the focal point, and 10 per cent to the West Coast.
J. A. Jones Construction Company, Inc.
The construction of this shipyard was started April 2, 1942 by the Brunswick Marine Construction Corporation. The keel for the first Liberty Ship was laid July 6, 1942. At that time 440 workers were employed on one shift. On February 1, 1943 the United States Maritime Commission turned the management of the yard over to the J. A. Jones Construction Company, of Charlotte, North Carolina. There were then 5,800 employees, on two shifts. On November 1, 1944 there were 14,000 workers on the payroll, on three shifts.
This yard has six ways, is well laid out for continuous flow of work, is provided with excellent equipment and its management is good. In speed of erection and in control of costs it is in the upper brackets. Present orders will keep this yard fully occupied up to the middle of. 1945.
We recommend that J. A. Jones Construction Company arrange with the Maritime Commission to make this yard a repair base for ships owned by the Commission. It would be necessary to convert it to a repair yard with a dry dock or graving dock, more extensive fitting-out basins and a foundry for grey iron, brass and bronze. The machine, sheet, pipe and other shops should be moved nearer the fitting-out basins.
We also recommend that the Jones Company attempt to secure orders to build tankers for the oil companies, since it has the construction facilities and can have the plates shipped direct from Birmingham. This project is covered by a report to The Petroleum Institute, prepared by Frederic R. Harris, Inc., in June 1941.
Brunswick Maritime Construction Corporation
This yard has been in existence for fifty or more years and has two ways, a marine railway and the necessary shops. It has built steel ships and tankers up to 5,000 barrel capacity. This yard also fabricates bows for landing craft as subcontractor for other yards. It has made an excellent record for quick building of small ships. The yard now employs about 650 workers and present orders will be completed about the middle of 1945.

Fishing boats are now being purchased from builders in St. Augustine, in North Carolina and in New Jersey, but they should be built in Brunswick. The trend is toward larger shrimp boats of 50 to 60 feet, instead of 20 to 25 feet. The bigger boats enable the fishermen to carry larger nets and to follow the shrimp which customarily migrate to and from Florida.
In this report we suggest a substantial expansion of the fisheries industry to include a canning factory, a can-making plant and a quickfreezing plant. Dr. E. P. Creaser, Director of Georgia Coastal Fisheries, has stated t)lat in his estimation 300 fishing boats can be profitably employed in the development of Brunswick's fisheries industry.
We recommend that this yard build about 200 of the larger fishing boats, up to 60 feet in length, which will be needed by the fisheries industry after the war. The financing undoubtedly can be done locally.
We recommend also that this yard secure better equipment for its shops and organize a heavy engineering construction and repair service for the larger industries located in the neighborhood of Brunswick. The foundry, machine shop, sheet shop and pipefitting equipment should be used both for ship building and for se:r:vice to other plants.
The opportunity for machine shop repair establishments in Georgia is indicated by an analysis of U. S. census of Manufactures reports for 1940, which show that Georgia had only 23 of these plants out of a total of 1,459 in the United States. Based on the per capita consumption of the products of these plants in the United States, Georgia might establish 17 additional plants, employing approximately 150 workers and with products
valued annually in excess of $400,000.*
Glynco Naval Air Station
This is a base for lighter-than-air patrol of the coast and for convoy duty. It covers 2,500 acres and has the following facilities:
Two hangars, 1000 ft. long by 235 ft. wide Power plant with gasoline engines Lighting plant and underground cables Two storehouses, 500 ft. by 500 ft. Sewage disposal plant and incinerator Boilers in all buildings Laundry for 3,000 men Barracks and kitchen for 1,000 men
*See "Potential Growth of Industries recommended for Brunswick," below.

73

Bachelor Officers' Quarters; i.e., a small hotel Dispensary ~th 38 beds Two Officers' houses Recreation hall Railway sidings Paved roadways
This base is well located and, if it should be released by the Navy at the conclusion of the war, could be changed over to a veterans' hospital, a commercial airport or the site for a large industry.
Dixie Paint & Varnish Company
This company, which was organized in 1941, is the only paint manufacturing company in Brunswick or Savannah. It now employs 55 workers and in 1944 is doing an annual volume of business of $1,000,000. In 1943 it employed 35 workers and its sales amounted to $500,000. After the war it expects to increase its business.
At present the company's entire production is on Government contracts for the Navy, Army and Maritime Commission. The peacetime market includes: industrial finishers, who use paint on refrigerators, toys, broom handles, et cetera; marine finishers, who paint freighters. passenger boats and small boats; and trade sales (civilian business, stores, house paint, et cetera). The company plans to concentrate its post-war business in the Southern States.
At present the entire Southeast has only 4.7 per cent of the wage earners in the paint and varnish industry. With its present and potential resources, it should count on having 40 or 50 per cent.* It is important that this region build up its paint and varnish industry in order that it may process its turgoil, turpentine, linseed oil and other ocal raw materials used in manufacturing this product.
United States Census reports for 1940 show that Georgia had only 10 of the 1,166 paints, varnishes and lacquers manufacturing establishments in the country. Based on per capita consumption of these products in the United States, Georgia might have an additional 24 establishments to supply the paints, varnishes and lacquers requirements of the State's population. These plants would employ approximately 800 workers and the annual value of their products would be close to $9,000,000.** To supply the requirements
*"Southern Industry & Regional Development." By Harriet L. Herring. Published by the University of North Carolina Press 1940.
**See "Potential Growth of Industries Recommended for Brunswick," below.

of the ten Southeastern States, the value of the products of this industry would exceed $42,000,000.*
Georgia Creosoting Company
This is one of 24 plants operated in the United States by the American Creosoting Company of Louisville, Kentucky. The company in Brunswick employs 60 men. In the post-war period it plans to employ 125. The product includes railroad ties, piles, telephone poles, cross-arms, bridge timbers, car floors, fence posts, et cetera.
The company's markets are principally the United States, South America and Puerto Rico. Plans have been approved for the expenditure of between $80,000 and $100,000 for improvements as soon as materials and labor will be available. Work has already been begun on a boiler house which will cost approximately $30,000.
Kut-Kwick Tools Company
This company manufactures two types of pulp. wood saws. With one of these saws one man can do the work of four. The saws manufactured by this company were described in an article entitled "Revolution in the Pines'' in the Saturday Evening Post on July 22, 1944. As a result of this article the company has received a large number of inquiries from practically all sections of the United States. .Applications have been :filed for patents on machines to load and unload pulp. wood.
The wartime production of this company goes to pulp mills and saw mills, which cut their own timber. The peacetime market is practically unlimited, inasmuch as every farmer who cuts stove wood, tobacco, sugar cane, et cetera, will need a power saw. Saw mills buy these saws not only to increase production and cut costs, but also because most workmen refuse to cut pulpwood with~ out a power saw.
We recommend that this company be enlarged or a new one formed to provide all of the equipment needed to mechanize the cutting and transportation of pulpwood, beginning with the saws and including tractors, loading and unloading devices, trucks, stump removers and any other apparatus which will save labor. In the opinion of
*Estimate based upon reports of U.S. Bureau of the Census 1940.

74

men in the business, Georgia forests can supply greater quantities of pulp than at present without depletion, and they do not foresee a sufficient supply of labor even after the war. Mechanization would increase the output and keep it stable. If this enterprise is new it should secure the patent rights to Kut-Kwick saws and handling devices of other companies, in order to produce a full range of equipment. The Brunswick Pulp & Paper Company and the Brunswick Peninsula Corporation might provide the capital.
Fisheries
Seven fisheries companies with a total of 700 employees did an annual business in shrimps, crabs and oysters amounting to $1,280,000 in 1943. These companies report that they expect to do approximately the same volume in 1944.
The fisheries industry can be greatly expanded, in the opinion of Dr. E. P. Creaser, Director, Georgia Coastal Fisheries, who claims that the supply is unlimited. Crab fishing formerly was a highly specialized trade because of the time required to train pickers. This difficulty, which previously retarded the development of the industry, has been eliminated with the invention of a "mechanical picker" which. is now in general use. Dr. Creaser believes that Brunswick has an opportunity to supply the market which in prewar day obtained crab imports from Japan.
The oyster industry formerly flourished inthese waters but has been practically eliminated because of the pollution of the harbor by City sewage and also because of the difficulties of protecting the oyster beds from poachers. Plants for sewage disposal should be built and appropriate legislation enacted and enforced to protect the owners of oyster beds, so that the oyster industry may again become profitable.
The residue of fisheries, particularly of men~den, has a high protein content. Dr. Creaser estimates that at least fifteen million pounds of such by-products are wasted annually. This should be used in making fertilizer, poultry feed, dog food, etc.
Deep-sea fishing as a sport and as an industry should be developed. The catch would include shrimp, mackerel, snapper, pompano and other warm-sea fish.

The volume of business done by the seven fisheries companies seems to. justify the establishment of a canning factory and a quick-freezing plant. A can-making plant could be erected next to the cannery. Tin sheets could be shipped economically from Birmingham, lithographed in this plant and stocked. in the form of lithographed sheets. When the shipping boats come in, machines on skids could be moved into a production line to make whatever type of cans might be needed and to feed them through the wall into the cannery. This would reduce to a minimum the investment in equipment and stocks.

NEW INDUSTRIES RECOMMENDED FOR BRUNSWICK

Need for New Industries

In 1940 the ten states which make up the

Southeastern region had 20 per cent of the na-

tion's population but only 10 per cent of its manu-

facturing and 11 per cent of the national income.

It had 39 per cent of the farm population but

only 20 per cent of the nation's farm income. It

is evident that the Southeast should direct its

efforts toward increasing its manufactures, chief-

ly by processing its raw materials to end products.

Expanding the types of manufactures appropriate

for the region would add to its income and at the

same time contribute to the national economy. If

the per capita income of the region were raised

to the level of the national per capita income, the

total national income would be increased by $10,-

000,000,000 annually.



In addition to the industries and services suggested under previous headings, there are still others which could be located advantageously in Brunswick and Glynn County. We have selected only those which have a definite relation to the resources of the State of Georgia in men and materials, to the special advantages of Brunswick in rail, highway and water transportation, or to existing and potential markets in the Southern States. In the Southeast, the consumption of most of these products far exceeds their production, as shown by the report of U.S. Census of Manufacturers. This is an added reason for encouraging their manufacture in this region. They would supply the market that exists in Georgia and neighboring states and also provide Brunswick with increased employment and with varied and balanced industries.

75

The industries selected are as follows:

Abattoir Arts and Crafts Asphalt Plants Can Factory Canning Dehydrating Fertilizer Furniture Gladiola Bulbs Glass Plant Meat-Packing Plant Paper Containers Petroleum Refinery Printing Plant Plastics

Pressed Logs and Fire Sticks
Quick-Freezing Saw Mill Turk~y and Poultry
Farms Truck Farming Toys Woodworking Window and Door
Screens Wineries and Grape Juice
Production Wire Fencing and
Screens

In the following pages these industries are arranged under these headings: Forest Products, Foods, Shipping Facilities, and Mechanical Skills.
The experience of the paint and varnish company established in Brunswick only three years ago suggests the possibilities for relatively small industries which have requisite technical knowledge, use local raw materials and find markets in the Southeast.

The company manufacturing power saws is an illustration of an industry the success of which is. based o~ the inventive genius of a local mechanic and the skill of a few machinists.

Forest Products
Through fire control and improved methods of forestation, authorities estimate conservatively that the timber yield can be increased at least 50 per cent on a continuing and permanent basis. Among the plants which would use increased quantities of materials from the forests of Georgia we suggest the following:

Woodworking Plants, to cut dimension lumber for shipment to furniture factories; also to make crates, packing boxes and knock-down boxes.

A Furniture Plant, to make office furniture, household furniture, kitchen cabinets, porch furniture, radio cabinets, et cetera. These products can be finished and sold in Southeastern markets or shipped flat to Northern States to be assembled and finished there.

In 1940 Georgia had no establishments manufacturing office furniture, and only 22 manufacturing household furniture. In the United States there were 152 office furniture manufacturing establishments and 1,592 household furniture

*See "Potential Growth of Industries Recommended for Burnswick,'' below.

establishments. Based on per capita consumption of these products in the United States, Georgia might establish an additional 18 household furniture manufacturing establishments and 4 office furniture manufacturing establishments.*
The household furniture establishments would employ approximately 1,200 workers and their products would have an annual value of $3,750,000. The office furniture establishments would employ approximately 400 workers and their products would have an annual value of $1,310,000.
Pressed Logs and Fire Sticks can be made from sawdust or pulp and impregnated with low-grade rosin or oil. These can be packaged in paper cartons and sold through chain grocery stores at good prices. There is a lively demand in Northeastern States.
Saw Mill for lumber to be used in boatbuilding and for construction purposes.
Sash and Door Plant for frame and screens, for the Southeastern market. This could be connected with a wire screen plant.
A Toy Factory for articles made from wood, clay, cotton, moss, et cetera, for using local paints and varnishes.
A plant to manufacture Paper Products from local supplies of pulp made from pine and gum. These articles could include molded containers for liquids and foods; insulation and wallboards, and many other products made from paper, for which there is a ready market in the Southeastern States.
Plastics, glues and some of the new wood products such as papreg, compreg and uralloy developed in the United States Forest Service Laboratory, could be manufactured economically in this region because of the availability of wood and pulp resins.
Laminated Wood Products, to be used in the vast building construction program which will be undertaken immediately after the end of the war, could be manufactured in Brunswick. For farm buildings alone, it is estimated that the potential market for the first decade of peace will be from $500,000,000 to $2,000,000,000 annually.*
These wood products consist of laminated structural members such as arches, girders and trusses, and laminated lumber for flooring and wall units. Laminated structural products
*"Buildings on the Farms," Fortune Magazine, May 1944.

76

could be manufactured largely from second grade lumber and could be fabricated in the shipyards. These yards should be particularly well suited for the manufacture of such products as arches and girders, which require considerable space for assembly.
Food Products Since livestock is one of Glynn County's prin-
cipal sources of cash income for farmers, there is need for an Abattoir and Meat Packing Plant to handle pork and beef. The sale of livestock and livestock products in 1939 was $137,073 for Glynn County; for the adjoining counties-Wayne, Brantley and Camden-the sales for that year totaled $356,487. That meat-packing plants are needed in Georgia and other Southeastern States is indicated by the fact that in the entire Southeast there are only 5.6 per cent of the United States wage earners in this industry. To promote the development of livestock, a program for the improvement of grazing and strain of cattle should be undertaken. Dehydrating, Quick-Freezing, Canning Plants and Cold Storage are needed to provide steady outlets for the produce of Southern and Central Georgia. The growing of peaches, berries, sweet potatoes, pecans and peanuts, as well as meats, would be stimulated by the creation of these new facilities for preserving foods. The facilities could be coordinated with those recommended for the fisheries industry in the previous section of this report.
In 1940 Georgia had no establishments for the manufacture of quick-frozen foods, although 36 establishments in the rest of the United States had 2,825 employees and the value of their products for that year exceeded $10,000,000. Based on per capita consumption of these products in the United States, a quick-frozen food plant is needed to supply the requirements of Georgia.* Such a plant would employ approximately 80 workers and the value of its products annually would be $250,000.
Truck Farming, especially the growing of early vegetables along the coast, can be developed to take advantage of shipment by water to the large cities on the North Atlantic Seaboard.
Wineries and Grape Juice Production should be successful here because the famous Scuppernong grape is native to Glynn County.
In 1940 Georgia had only two wineries. out of

a total of 301 in the United States. Based on per capita consumption in the United States, Georgia might establish five additional wineries to supply the requirements of the State's population.* Five wineries would employ approximately 60 workers and the annual value of their products would exceed $500,000.
A Glass Plant for the manufacture of bottles, food containers and glass for buildings and furniture could market its entire product in this region. Although the glass industry in the United States has shown consistent growth, as evidenced by the increase of 14 per cent in wage earners and 31 per cent in the value of its products from 1925 to 1937, only 4 per cent of the wage earners in this industry are located in the Southeast, all of them concentrated in Tennessee. Georgia has no glass plants. Brunswick, with a plentiful supply of glass sand obtainable from the Altamaha River near Ludowici, should become an important center for the glass industry in the Southeast.
Based on per capita consumption of glass products in the United States, Georgia might establish three glass plants to ser~e the needs of its present population.* Two plants devoted to the manufacture of glass containers would employ approximately 750 workers and the annual value of their products would be close to $4,000,000. A plant concentrating on the manufacture of flat glass would employ approximately 500 worke:r:s and the annual value of its products would be $2,500,000.
Turkey and Poultry Farms can be developed and extended. There is one large and successful turkey farm in Glynn County. Poultry has recently become a large business in Georgia, with a volume of sales in 1943 amounting to $11,480,000-an increase of 400 per cent since 1941.
Shipping Facilities
Another group of new industries could be successfully located in Brunswick because of its good rail transportation and its projected port facilities.
A Refinery for Petroleum brought in tankers from Venezuela would have the advantages of a short haul by water and a market for its products in the immediate vicinity.
Fertilizer Plants can bring raw materials from the West Coast of South America, Florida and

*See "Potential Growth of Industries Recommended for Brunswick," below.

*See "Potential Growth of Industries Recommended for Brunswick," below.

77

Texas, mix and process them in Brunswick and distribute them by rail to interior states and by inland waterway to the East Coast.
An Asphalt Plant could have a short haul for its raw material from Venezuela and ship its product to Georgia and neighboring states.
Bauxite can be brought by ship from the Guianas to this port and sent by rail to the aluminum plants in the Tennessee Valley. This route provides a shorter haul than via any other port.
Mechanical Skills
The increased number of skilled and semiskilled workers who have come to Brunswick during this war make it possible to establish several metal-working plants.
Wire Fencing and Wire Screens for houses and business premises for the paper and pulp industry and many other purposes, would find a large market in this region. The wire can be shipped direct from Birmingham and the wooden parts secured locally. A foreign market for both fences and screens could also be developed.
The Can Factory recommended for the fisheries industry could also make containers for food products and for locally manufactured paints, varnishes, glues, resin products and insecticides, as well as the output of oil and sugar refineries.
The market for electrical appliances in Georgia alone indicates the oppm;tunity for development of this industry. Based on per c~pita consumption of these products in the United States, Georgia might very well establish three electrical appliance manufacturing plants, with approximately 550 employees and an output of products valued annually at $3,500,000. Sales of electrical appliances, principally toasters, mixers, juicers, ranges, disc stoves, hot-plates, cookers, freezers, roasters and air heaters exceeded $18,000,000 during 1939 in the 10 Southeastern States. Less than 5 per cent of these products were manufactured in the Southern States; none were manufactured in Georgia. Wire, metals and other materials not available locally and needed for the manufacture of these products could be obtained from Birmingham. Manufacture of electrical appliances in Brunswick would provide a source of employment for skilled and semi-skilled workers.

Other Possibilities A Veterans' Hospital could be buil~ on St.
Simon Island or on the site of the Glynco Lighterthan-Air Base, which would have unusual advantages of health location, mild winters and freedom from extremes of temperature.
The Municipal Airport should be reestablished to provide the facilities needed for expansion of Brunswick's air service. Prior to May, 1942, Brunswick was an authorized stop on Eastern Airline's New York-to-Miami route. This service will be resumed as soon as wartime needs permit. The Delta and other lines should be encouraged to make Brunswi(ik an authorized stop.
Gladiola Bulbs have been grown with unusual success in this region because of the soil and the climate. If they are trade-marked they can establish their markets before the importation of bulbs from Holland is resumed.
A Printing Plant with modern equipment and skilled operators could supply the needs of the industries, commercial businesses, wholesalers and retailers of this neighborhood.
Arts and Crafts
The products which could be made by Georgia craftsmen from pine, cedar, pulp, pottery, clay and other local materials would find a ready market among the thousands of tourists and vacationers, as well as among the large number of persons who in peacetime attended conventions in Brunswick and Sea Island.
Baskets, rush-bottom chairs, pottery made from marsh mud, woven rugs and homespuns are a few of the products which might be made by thousands in Georgia instead of by a few individuals as at present. These products, which in the aggregate would constitute a number of desirable small industries, would also be an excellent method of publicizing Georgia throughout the nation.
To stimulate increased interest in arts and crafts and to provide information which would be helpful to craftsmen, such as procedures for marketing finished products, an Arts and Crafts Service might be established in the State Department of Education, as has been done in Vermont, New Hampshire and many other states. Special courses organized by. art supervisors to be given to children and adults in the vocational schools and in the high schools and colleges, and exhibitions of handiwork of craftsmen would gain widespread recognition for arts and crafts and in-

78

crease the participation of those with a talent for carving, woodworking, drawing, painting, spinning or weaving.
Potential Growth of Industries Recommended for Brunswick
To set goals for the expansion of Georgia's industries, a statistical approach based on United States and Georgia consumption and production of manufacturers has been developed* to show the potential market, the number of additional establishments, and the number of employees and the value of the products of these establishments. This information is obtained by analyzing the total number of plants for an industry in the
of United States and also in Georgia, the value of
the products these plants, the population of the United States and of Georgia, the number of employees and other pertinent data. The method of analyzing these data and arriving at the potential development of an industry is illustrated in Table 20 which refers to the Paints, Varnishes and Lacquers industry.

TABLE 20
POTENTIAL DEVELOPMENT OF THE PAINTS, VARNISHES AND LACQUERS INDUSTRY IN GEORGIA
This table illustrates the method of determining the potential market and the additional number of establishments, employees and increased value of the products if Georgia's Paints, Varnishes and Lacquers industry were to supply the requirements of the State's population. This method, which can be applied to the other industries listed in Table 21 is based upon a statistical analysis of the 1939 United States Census reports for manufactures and populatioi;l for the United States and for Georgia.

UNITED STATES No. of establishments____________________________________

1,166

Population -------------------------------------------------------- 131,669,000 Population served by each establishment
(131,669,000-+-1166) ---- -------------------- 112,000

Value of products____________________________________________$434,961,000

Value of products per capita ( $439,961,000-+-131,669,000) ----------------
No. of employees____________________________________________
No. of employees per establishment ( 38,154-+-1166) ---------------------------------------

$3.32 38,154
33

GEORGIA

No. of establishments____________________________________

10

*This method of statistical analysis has been developed by Mr. Calvin V. Davis, Vice President of Frederic R. Harris Engineering Corp.

Value of products____________________________________________$ 1,588,000

Population served by Georgia establishments (1,588,000-+-$3.32) ________ 478,000
Population of State________________________________________ 3,124,000

Potential market (3,124,000-478,000)________ 2,646,000

Potential additional establishments

(2,646,000-+-112,000) ------------------------------

24

Potential employees (24 x 33)----------------------

792

Potential additional value of products

(2,646,000 X $3.32) --------------------------------$ 8,750,000

Table 21 shows the potential development of some of the industries recommended in this report as appropriate for Brunswick. It should be emphasized that the industries listed in this table and the others discussed in previous pages of this report include only those which have a definite relation to the resources of the State of Georgia in men and materials, to the special advantages of Brunswick in rail, highway and water transportation, or to existing or potential markets in the Southern States.

Advantages of Brunswick As An Industrial Location
When considering possible locations for industrial plants, there are certain advantages which this region offers. Brunswick has long been noted for its excellent natural harbor, complete transportation facilities, mild climate, abundant forest products, fisheries and other natural resources. As a result of wartime expansion, this area now has a number of newly acquired assets important to industrial development. Chief among these are an abundance of skilled and semi-skilled worker& in addition to its large force of common laborers, ample electric power, adequate housing and enlarged educational, recreational and health facilities.

Labor
To achieve their outstanding war production records, Brunswick's industries have found it necessary to train thousands of workers. The shipbuilding industry alone has enabled at least 12,000 men and women to acquire skills most of which can be used in peacetime production. In one yard, for example, 6,000 workers have completed their training at the company's welding school.
Other industries with a total number of employees exceeding 5,000, have provided on-the-

79

TABLE 21

POTENTIAL GROWTH OF SOME OF THE INDUSTRIES RECOMMENDED FOR BRUNSWICK*

NO. OF

ESTABLISHMENTS

INDUSTRY

U.S.

Bookbinding and related industries________________________________ll33

Georgia 9

Books: printing without publishing______________________________ 690

5

Books: publishing and printing______________________________________ 150

0

Books: publishing without printing_______________________________ 556

8

Canned & dried fruits & vegetables, including soups__2007

21

Canned fish, crustacea and mollusks___________________________ 214

5

Electrical appliances ------------------------------------------------------ 138

0

Furniture, household ------------------------------------------------------1592

22

Furniture, office______________________________________________________________ 152

0

Glass containers ---------------------------------------------------------- 77

0

Glass, flat ------------------------------------"---------------------------- 37

0

Machine shop repairs________________________________________________________1459

23

Meat-packing, wholesale________________________________________________1478

16

Paints, varnishes and lacquers_______________________________________ll66

10

Paper and paperboard mills**---------------------------------------- 638

3

Petroleum refining -------------------------------------------------------- 485

1

Plastics --------------------------------------------------------------------------- 38

0

Pulp mills_________________________________________________________________________ 194

2

Quick-frozen foods---------------------------------------------------------- 36

0

Window and door screens and weatherstrip________________ 162

0

Wineries --------------------------------------------------------------------- 301

2

GEORGIA'S POTENTIAL

Estab. 25 12 4 11 40 3 3 18 4 2 1 17 22 24 12 11 1 3 1 4 5

Empl. 700 372 236 242 2160 237 543 1224 392 760 505 136 2464 792 2424 2277 263 474
78 88 60

ADDITIONAL Value of Products
$ 2,430,000 2,090,000 935,000 2,595,000 11,900,000 884,000 3,470,000 3,750,000 1,310,000 3,770,000 2,440,000 443,000 39,300,000 8,750,000
52,891,663 1,840,000 3,240,000 250,000 375,000 557,145

*The industries recommended for Brunswick in previous pages of this report were included in this table whenever Census reports contained sufficient data about them. Additional data regarding the industries in this table will be found in Appendix D. Similar data for a selected list of 400 industries manufacturing products consumed by the people of Georgia will also be found in Appendix D.
**Complete figures for certain industries are not given in Census reports to avoid disclosing exact or approximate data about individual establishments.

job training, thereby adding to the pool of skilled labor available in this area for peacetime production. In addition, the Brunswick Vocation School has trained 2,000 adults as well as boys and girls, in ship fitting, blueprint reading, machine shop, gas welding and sheet metal layout courses. In the post-war period the Brunswick Board of Education plans to resume the courses in pipe fitting and plumbing, marine electricity and mechanical drawing which were discontinued because of the demands of wartime training.
Brunswick's labor relations are also in a wholesome condition. Leaders of labor and management in their drive for maximum war production have made great strides in learning to settle their differences and to work together for their mutual advantage.
Housing
Brunswick has gained approximately 7,300 new housing units during the past three years.* These newly built units, most of them constructed and

operated by the Brunswick Housing Authority, together with original and remodeled houses, have provided healthful, comfortable homes for the 45,000 workers and their families who have swelled Brunswick's population to its present total of 60,000.
Health
Brunswick's health program is administered by the Glynn County Board of Health, which is responsible for city and county health activities.
Glynn County was the first county in the State of Georgia to establish a fup-time Health Depart-
*Sources: Report prepared by FPHA Regional Office, Atlanta, Georgia, July 1944, showing a total of 6,204 units constructed at a cost of $13,067,000. Letter dated October 16, 1944 from R. E. Matheson, State Director, FHA, to H. J. Friedman, Engineer-Director, Glynn County, showing a t<Jtal of 861 units constructed at a cost of $3,500,000. Office of the Mayor of Brunswick, Georgia, Nov. 2, 1944, reported that the Mcintyre Court Housing Project of 144 units cost $492,182 and that the Glynnvilla Project of 128 houses cost $486,205.

80

ment. Its progressive program has been publicized by the "March of Time," and has also been the subject of a motion picture entitled "Three Counties Against Syphilis," distributed by the U. S. Public Health Service throughout the United States and many foreign countries.
To meet the extraordinary demands of wartime expansion, the Brunswick City Hospital has doubled its facilities with the completion in May 1944 of a 60-bed annex. A Nurses' Home accommodating 38 nurses has also been built. In addition to these facilities, two infirmaries with a capacity of 36 beds are operated for shipyard workers.
Facilities for Shipment by Water When the proposed State Port is built, ship-
ments by water will have the advantage of economical loading and short -routes to the Eastern Seaboard, the Caribbean and all ports reached through the Panama Canal.
Railroads Three railways serve the Port of Brunswick;
the Southeri1 Railway System, the Atla~tic Coast Line and the Atlanta, Birmingham & Coast Railroad. These railways connect with every section of the county.
Climate Brunswick's ~daily mean minimum temperature
is 58.6 and the maximum 75.5. This mild climate, free from extremes of either heat or cold, has attracted numerous industries to Brunswick.
Forest Products Brunswick h,as an advantage of ready access to
7,500,000 acres of forest lands within a radius of 100 miles of the city. These forest products are used in the shipbuilding, pulp and paper, creosotting, furniture, woodworking, plastics, naval stores (rosin, turpentine and pine oil) and other industries.
Fisheries Brunswick's principal fishing industries are
crab, shrimp and oyster. The neighboring waters abound in these fishes, making possible an extensive development in these and related industries.
Taxes Both the City of Brunswick and Glynn County
grant tax-exemption privileges for a period of five years to new industries, as well as to present industries which enlarge their plant facilities. This five-year tax exemption is described in

Article VII, Section II, Paragraph 2-a of the Constitution of Georgia as follows:
"Exemption of certain industries from taxation for five-year period. Any person, natural or artificial, a resident of this state, who may after January 1, 1924, build, equip, establish or enlarge a plant for the manufacture or processing of cotton, wool, linen, silk, rubber, clay, wood, metal, metallic or non-metallic mineral or combination~of same, creamery or cheese plant; or for the production or development of electricity, may, as to such building, enlarging, or equipment, be exempt from all county, incorporated town or city ad valorem taxes for a period of time not exceeding five years from the date of the beginning of the building, enlargement or equipment of such plants. The legislature is herewith empowered to make provisions for the operation of this paragraph by appropriate legislation, provided such exemptions shall be approved by a majority of the electors voting in such county, incorporated town or city proposing said exemption. (Acts 1923, Extra Sess. p. 67, ratified Nov. 4, 1924.)"
Mr. H. J. Friedman, Engineer-Director of Glynn County, reports that new industries are encouraged in Brunswick not only by this provision for tax exemption, which was formally approved by the voters of both the City and the County, but also by a program of assistance in securing proper sites, construction ~of access roads and such cooperation as may be desirable to individual industries.
The tax rate for Glynn County is 15 mills. Prior to 1941 it was 17 mills. Despite increased costs of labor, materials and equipment, the County continued to operate within its budget on this reduced tax rate.
In 1944 the County received $363,300 from taxes, toll bridge receipts and other sources. Of this amount $294,900 was spent for education, health, recreation, roads and other service. Reserves were increased by $68,400, mll,king a total of $290,965 available for postwar improvements.
Additional information regarding Georgia State, Glynn County and City of Brunswick taxes is given in Exhibit III.
Water Supply
Water for domestic and industrial purposes is supplied by the Peoples Water Service Company. Although industrial companies may obtain their water from the City of Brunswick's supply, practically all of them have their own supply from artesian wells. Water from these wells does not have to be pumped but the flow can be greatly increased by pumping.

81

From its own wells an industry can get water at a cost of five to six cents per 1,000 gallons and from the City of Brunswick's supply at the rates given in Exhibit IV.
Electric Power Electric power is obtained from the lines of the
Georgia Power Company. A new-high-tension line recently constructed provides all the power that might be needed for any new industries established in the Brunswick district.
The increase in the power consumed in the Brunswick district during the war period is shown by .the kilowatt hour sales of 62,251,344 in 1943, as contrasted with 12,770,408 in 1939. A further increase is being shown in 1944, the kilowatt hour sales for the first six months totaling 43,827,108. Industries planning to establish plants in Brunswick have the assurance of ample power to maintain uninterrupted ,production.
General commercial service and wholesale power rates are shown in Exhibit V.
Recreation To meet the needs of its increased population
during the past two years Brunswick has added five community buildings, seven playgrounds and two recreational parks to its long list of recreational advantages.
The Community buildings sponsor basketball games, dances, motion pictures, teen-age clubs and other activities. The playgrounds and recreational parks have softball diamonds, basketball and tennis courts, and also swings, slides and other equipment for children. Each recreation park has a swimming pool, dance hall and clubhouse with a library, bowling alleys, table tennis and other indoor sports.
The 18-hole golf course of the Brunswick Country Club is open to the public at all times. The famous Sea Island Golf Course is only 61!2 miles from Brunswick by paved highway.
Within a radius of ten miles of Brunswick, including Sea Island, St. Simon and Jekyll Islands, is one of the finest all-year resort and vacation areas in America. Among the recreational advantages are beach and water sports of all kinds, excellent hunting and fishing, horseback riding, skeet shooting and golf.
Education
As a result of the construction of six new buildings, Brunswick is now equipped to accommodate comfortably 5,000 white children and

1,600 colored children, or a total enrollment of 6,600. The enrollment increased from 3,500 in 1941 to 7,600 in 1944; the number of teachers from 126 to 240 in the same period. In 1943 and 1944 the schools were operated on two 'shifts in order that the 7,600 children of elementary and high school age might be accommodated.
Modern courses in home economics, commercial subjects and shop work are offered. Ten nursery schools, with an enrollment of 350 pre-school age children, are conducted by the Brunswick School System.
Residence
Business executives, managers, engineers, technicians and those engaged in foreign trade will find in Brunswick and its environs exceptional surroundings in which to establish residence. Along the seashore on St. Simon and Sea Island there are distinctive, modern homes set in tropical gardens. The Oglethorpe Club in Brunswick, the Cloister on Sea Island, the Country Club, Gun Club and Yacht Club are places where business men gather not only for recreation and sports, but for companionship, exchange of ideas and for cooperation in civic projects.
Program for Action
Although most of the recommendations in this report can be carried out without waiting for action on other projects, nevertheless .it is possible to formulate a general program for concerted action by the State of Georgia, the authorities and civic organizations of Brunswick and Glynn County and by private industry. Although many activities would move forward on parallel lines, they could begin in a sequence somewhat as follows:
Draw up plans and cost estimates for the new water supply for Glynn County and the sewage disposal sy. tern for the city of Brunswick. Secure the necessary approvals and appropriations.
Start the above projects and the work on the Coastal Highway as quickly as possible in order to provide employment for workers as they are' released from the shipyards.
Give all possible assistance to the Jones Shipyard in securing orders for building new tankers and in getting the Maritime Commission to change over a part of the yard into a repair base for its ships.
Develop the fisheries industry along the lines recommended.
Give whatever help may be required to enable present industries to. increase or improve their production. facilities.

82

Build up the commercial and industrial services for the port as water shipments are resumed.
Bring in new industries which are particularly suitable for thi~ region.
The population of Brunswick has been increased from 15,000 .in 1940 to 60,000 at present. The additional workers have been principally in the two shipyards and have numbered 15,000. Production in other industries has increased, but they are short-handed now and the net addition of workers amounts to only a few hundred. From the figures it is apparent that three people have come to Brunswick for each one who has come to work.
A rough estimate of the number of these shipyard workers who might be kept in Brunswick is as follows:
Jones Shipyard-if Maritime Commission makes it a repair base_________________ 2,000
Jones Shipyard-if orders for tankers are secured and production is spread over a long period_____________________ 3,000
Brunswick Marine Yard-if fishing fleet is builL____________________________,____________ 500
Increase in present industriar plants, in additional to returning service men 500
New industries, including commercial airport -------------------------------------------------- 500
Service~ for State Port________,______________________ 500
Services for private industry______________________ 1,000
Retail trade, offices, vacation and recreation services_________________________________ 1,000
Construction of port, highways, water works and sewage disposal______________ 3,000

TOTAL

12,000

It is obvious that these things cannot all be done at the same time. For example, services for the State Port cannot begin until at least a part of the. port has been constructed and is in operation. Services for private industry will be built up slowly and can absorb some of the workers in construction. Unless construction has begun at a good rate at the time shipyard workers are laid off, they cannot be expected to remain.
To be conservative, it seems possible to keep in Brunswick 8,000 or more of the present shipward workers. This would mean losing about 7,000, and if they leave in the same ratio in which they came, i.e., three people to one worker,

the population would be reduced by 21,000, bringing it down to 39,000. To be still more conservative, we assume that possibly 4,000 more will leave and that the net population after the war might be maintained at 35,000. Obviously, this assumes that quick action will be taken on construction work and in stimulating present industry and bringing a few new industries to this region. There should be a further expansion during the next two or three years in order to absorb the workers who will be freed by completion of construction projects.
Conclusion
Throughout our study of the industrial situation in Brunswick and Glynn County, we have received the most cordial cooperation from representatives of local and Federal governments, the Board of Trade, the Merchants Association, Labor organizations and from the executives of industrial plants. Many constructive ideas developed during our conversations with these individuals are incorporated in the recommendations of this report.
The program outlined herein has grown out of our study of the natural resources of Brunswick and that part of Georgia for which Brunswick is a logical outlet. We have looked upon resources in manpower as even more important than those which are called natural. Brunswick now has available more manpower on a higher technical level than ever before. Skilled workers have come to the shipyards, and others with ability have acquired skills through training and experience. Many of these undoubtedly would like to remain. Capable supervisors, technic~! specialists and executives who have come here for war work, would also remain if a comprehensive program of regional development enables them to do so.
The financial resources for such a program are adequate. The State Port could be financed by State appropriations. The City and County can cover the water supply and sewage disposal projects by bond issues. The banks, merchants, manufacturers and individuals of Brunswick and Glynn County can, provide the money needed for the expansion of private industries and the creation of new services. New industries coming into this region would be able to finance themselves.

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EXHIBIT I INDUSTRY AND THE PORT BEFORE THIS WAR EXHIBIT II PREVIOUS PLANNING IN GLYNN COUNTY EXHIBIT III STATE, COUNTY AND CITY TAXES EXHIBIT IV WATER RATES EXHIBIT V ELECTRIC POWER RATES
84

EXHIBIT I INDUSTRY AND THE PORT BEFORE THIS WAR

The industry: of this region. and the activity of the port have always grown out of natural resources. For example, in the cotton era, before the Civil War, the islands and the mainland near the coast produced large quantities of Sea Island cotton which was world-famous for its long staple. This region was very prosperous and sea-borne trade was thriving. Sailing vessels came to Brunswick and because of their light draft, went up the various rivers and channels to the plantations and loaded cargoes of cotton destined for New England and Europe: Production of cotton in this region decreased after the Civil War on account of shortage of labor, and finaliy the boll weevil brought it to an end.
In the lumber era, from 1880 to about 1914, the yellow pine forests of Georgia were cut over .thoroughly and lumber was shipped from every stream or inlet which gave access to the interior. Brunswick became an important shipping center for lumber and during this period the railways extended their facilities and the harbor usually was filled with schooners.
In the decade from 1920 to 1930 industrial expansion was primarily in naval stores. The shrimp industry also grew until its fleet reached 300 vessels. Cuban sugar, in large quantities, was handled through the port, stored in warehouses and transported by rail and water. In 1929 the water-borne commerce of Brunswick reached its peak. Since then it has steadily declined.
The period from 1930 to 1940 showed the influence of the depression. Changes in tariffs brought to a close the imports of Cuban sugar. The outstanding contribution of this decade in the industrial field was the development of the Hercules Powder Company and the Brunswick Pulp & Paper Company. Within this period also a vacation resort, which has become increasingly famous and successful, was created on Sea Island and St. Simon.
Since 1929 water-borne commerce has steadily declined and this year, due to war shortage of shipping, only a few vessels have come into the harbor. As a result of this inactivity very little has been done to maintain and improve the ~arbor facilities. The industries which formerly served the port, such as warehousing, stevedoring and chandlers' supplies are practically closed down.

During the first World War there was a boom in shipbuilding and four yards were constructed, with 20 ways, for 250-foot wooden ships. During that war the population increased from 13,000 to 22,000. Most of the additional workers lived in tents and left soon after the war ended. By 1920 the population had decreased to 15,000.

The second World War has brought shipbuilding back into the industrial life of Glynn County. The Brunswick Marine Construction Corporation, known as "the small yard," has built steel ships and tankers. When the war began, this yard had only a few men but now employs about 650

workers.

A yard for building 10,500-ton Liberty Ships was constructed where the East River opens into Oglethorpe Bay. It is managed by the J. A. Jones

Construction Company. At the beginning of 1943 there were about 5800 employees and this has increased to about 14,000 on November 1, 1944.

During this war period the population* has in-

creased fourfold:
City of Brunswick 1940 ----------------------------- ------ 15,035 1944 --------------------------------------- 60,000

Glynn County
21,290 70,000

To house this rapid influx of workers, 7,300 new units have been built, five new schools have been completed, and retail stores have increased.
If the 15,000 shipyard workers leave Brunswick and the 30,000 other people who came during the same period go with them, the city will drop back. to its former population of 15,000. Present orders will keep the two yards occupied until the middle of 1945, but the world shipping situation may make it impossible for them to continue in operation.
This war period has brought great prosperity to Brunswick and for the first time in its history the city now has a large supply of skilled and semiskilled workers. The obvious course to hold part of these workers and to ensure continuing progress and prosperity is to reopen the port for water-borne commerce and to extend the industrial activities of the region in order to provide employment. The practical steps to reach this objective are outlined in the following pages.

*Figures taken from Brunswick Board of Trade Report to Civil Aeronautics Board dated May 10, 1944.

85

EXHIBIT II PREVIOUS PLANNING IN GLYNN COUNTY
Planning for improvement is not new in this county. After a year's study, Charles Wellford Leavitt & Son, city planners of New York, presented in 1927 a comprehensive zoning plan. This led to the creation of the Glynn County Planning Board which has guided the development of the region up to the present time. The principal steps have been as follows:
1927-Leavitt report covering comprehensive planning for Brunswick and Glynn County
Aug. 15, 1927-Enabling legislation passed by Georgia Legislature granting authority for planning and zoning in Glynn County
1928-Glynn County Planning Board appointed by Commissioners of Roads and Revenue; office established and personnel for administration employed.
Oct. 29, 1928-Rules and Regulations governing .Subdivision Plats adopted by Commissioners of Roads and Revenue
Nov. 6, 1928-Glynn County Zoning Ordinance adopted and published by Commissioners of Roads and Revenue
Mar. 27, 1929-Zoning Maps for Glynn County adopted by Commissioners of Roads and Revenue
Aug. 6, 1929-Amendments to Glynn County Zoning Ordinance, Sections 29-30-31, adopted by Commissioners of Roads and Revenue and a table of fees set up in connection with the granting of building permits
1932-Zoning and. Planning Office discontinued because zoning law was declared unconstitutional
June, 1.937-Constitutional Amendment for zoning adopted
Aug. 1, 1937-Zoning and Planning Office re-established under H. J. Friedman, Zoning Engineer, with 5-man County Planning Board and 3-man Board of Appeals
Dec. 6, 1937-Revised enabling legislation passed by Georgia Legislature granting authority for zoning and planning in Glynn County
May 3, 1938-Amendments to Glynn County Zoning Ordinance and Sub-division Regulations adopted by Commissioners of Roads and Revenue
Sept. 6 1938-Amendments covering Advertising Signs adopted by Commissioners of Roads and Revenue
Since 1937 the GlYnn County Planning Board has functioned under authority granted by the enabling act of 1937 which provides for a planning board, consisting of three members, appointed by the Commissioners of Roads and Revenue, together with the Chairman and Clerk of the Commission acting as ex-officio members of the Board. The terms of the Board members are for three years; one term expiring annually. A Chairman is selected from the members.
The administrative personnel consists of the Zoning Engineer (who also acts in the capacity of Secretary

to the Board), one Assistant Enginee~, and a SecPetary.
A Board of Appeals is provided for, consisting of three members, appointed by, and terms of office fixed by, the Commissioners of Roads and Revenue. A Chairman is selected from the members. All meetings are public hearings where cases are presented and testimony may be taken under oath.
Feb. 21, 1939-Enabling legislation passed by the Georgia Legislature granting authority for the use of the plane coordinate system of land description in Glynn County
June 1940-Beach Erosion Study cooperatively with U. S. Engineers and Beach Erosion Board
October 1940-Completion and publication of the "Geodetic Survey of Glynn County, Georgia," by the Works Projects Administration, Geodetic Survey of Georgia, U. S. Coast and. Geodetic Survey and Glynn County Planning Board
Aug. 1, 1944-0rganization of Brunswick Development Committee and Postwar Plan of Action

EXHIBIT Ill
TAXES 1944
This Exhibit of tax data concerning the City of Brunswick, Glynn County, State of Georgia, can serve only as a general guide. The ramifications of the tax structure in any community compels a detailed study by those interested in establishing industrial enterprises, each of which has its own peculiar requirements. Mr. H. J. Friedman, Engineer-Director of Glynn County, furnished the information contained in this Exhibit.

GEORGIA STATE TAXES
Corporation Income Tax See Georgia Code, such as Sections 92-3113, 92-3114,
92-3115, 92-3116 and Amended Acts such as 1937 and 1941 (Section 92-3113).

Corporation Tax (State Special) Base: Capital Stock of Corporation

Rates: $ 10,000 Capital Stock -
$ 10,000- 25,000 Capital Stock 25,000- 75,000 Capital Stock 75,000- 100,000 Capital Stock 100,000- 300,000 Capital Stock 300,000- 500,000 Capital Stock 500,000- 750,000 Capital Stock 750,000- 1,000,000 Capital Stock -
1,000,000- 2,000,000 Capital Stock -

$ 10 30 75 100 200 250 300 500 750

Individual Income Tax
Exemptions: $1,000 2,500 400 -

Single Status Married Status Credit each Dependent

Rate: Net Taxable Income Subject to Tax of 1% on the first______________________________________________ $ 1,000
2% on the next____________________________________________ 2,000

86

3o/o on the next_____________________________________________ 2,000 4%, on the next___________________________________________ 2,000 5% on the next_________________________________________ 3,000 6% on the next____________________________________________ 10,000 7% on all income over________________________________ $20,000
Intangibles Tax
All intangible personal property including stock of Corporations, collateral security loans, money, notes representing credits secured by real estate, bonds, patents, copyrights, is subject to tax under the Intangible Tax Act. Property, Real
Indirect, through County and City

CITY AND COUNTY TAXES

Description T.ax. Glynn County Property,
. Real

City of Brunswick

Base: 60% of true

value
Stat~---------- Rate: 5 .Mills

County________

15 Mills

C i t y___________ _

SchooL______

5 Mills

Exemption: $2,000

on owner occupied

homes does not ap-

ply to the 6 mill

levy for bonded in-

debtedness. Property,

Personal

Base: 60% of true

value Exemption: $300

does not apply to

the 6 mill levy for

bonded indebted-

ness.

Base: 75% of true value
Rate: 5 Mills 15 Mills 14 'Mills 7 Mills
Exemption: $2,000 applies only to the 7 mill school tax levy.
Base: 75% of true value
Exemption: Household goods.

EXHIBIT IV
WATER RATES*
0 to 15,000 <;;allons at 25 cents per 1,000 Gallons
15,000 to 30,000 Gallons at 22 cents per 1,000 Gallons
30,000 to 150,000 Gallons at 18 cents per 1,000 Gallons
150,000 to 300,000 Gallons at 15 cents per 1,000 Gallons
300,000 to 450,000 Gallons at 12% cents per 1,000 Gallons
450,000- to 600,000 Gallons at 10 cents per 1,000 Gallons
OVER 600,000 Gallons at 8% cents per 1,000 Gallons

EXHIBIT V
ELECTRIC POWER RATES* BRUNSWICK, GA.
Industries using less than 20,000 kilowatt hours per month are charged general commercial service rates, as shown in Schedule B-8, below; industries using_ 20,000 or more kilowatt hours per month are charged lower rates, as shown in Schedule C-2, below. Industrial customers (manufacturers or processors) using Schedule C-2 are served directly from overhead transmission or wholesale distribution systems. High power factor customers may, under long term contracts, obtain more favorable rates. Ten per cent discount is allowed for prompt payment of bills.

General Commercial Service (Schedule B-8)
A charge of $1.11 is made for the first 20 kilowatt hours or less per month. For additional power, the rates are as follows:

Next 80 KWH per month 4.44 cents per KWH Next 1,400 KWH per month 3.33 cents per KWH Next 3,000 KWH per month 2.77 cents per KWH Next 3,500 KWH per month 2.22 cents per KWH Over 10,000 KWH per month 1.66 cents per KWH
All consumption which is in excess of 200 K!WH is charged of demand and which is also in excess of 1,000 KWH is charged at the rate of 1.11 aents per KWH. Minimum Monthly charge: $1.11 per meter, plus $0.55 per HP of connected power lpad.

Wholesale Power (Schedule C-2)

The demand charge is $1.11 per KW of maximum demand per month, plus the following energy charges:

First Next Next Over

20,000 KWH per month 1.44 cents per KW 30,000 KWH per month 1.11 cents per KW 150,000 KWH per month 0.777 cents per KW 200,000 KWH per month 0.666 cents per KW

Minimum monthly charge: The demand charge but not less than $55.00 (Gross).

source: Peoples Water Service Co., Brunswick, Georgia, October 31, 1944.

*Source: Georgia Power Company

87

APPENDIX B FREIGHT RATE FACTORS

A prerequisite to the proper understanding of a freight rate structure involves such subjects as classification of freight for application of charges, bases for making charges, maximum and minimum limits of rates, regulation and control of rates and factors influencing them.
The following is a discussion of these subjects in general form.
Railroad rates are of two general types-commodity and class. Commodity rates apply to specific articles or material. Such rates are the result of competition where enough revenue can be taken in for the carrying of a certain commodity to justify a special rate.
Class rates, on the other hand, are those rates which apply to groups of similar articles and to all traffic not specifically excepted. The various groups of articles, known as classes, compose a Classification, and the articles having practically the same value, bulk, weight and other similar characteristics, and involving practically the same cost of handling, are usually assigned to the same class.' Other factors governing the classification of freight are those involving effort and responsibility on the part of the carrier.
Class rates result from the impracticability of the publishing of commodity rates on all the commodities shipped between thousands of different points in the country. To simplify the publication of rates, therefore, articles are divided into a relatively small number of classes.
A Classification contains the descriptions of the articles together with the packing requirements, the rules and regulations governing their transportation, the classes to which they are assigned and the carload minimum weights. The classes to which articles are assigned in a Classification are referred to as "Classification Ratings." ,The freight rates applied to the different classes together with any special rules for their application are published in a Class Tariff. The Classification and the Tariff are interdependent and must be used together.
Early in the history of American railroads, nearly every railroad had its own individual classification, but with the development of long distance traffic and the demands for joint through rates and routes, a greater degree of uniformity in classifications became necessary.

There are at present three principal Classifications in the United States, namely, the Official, the Southern and the Western Classifications. There is also an Illinois Classification. Each of the above-mentioned Classifications governs a specific territory.
It is difficult to define in words the location and extent of these Classification territories but they are shown in map form on Plate 21.
The rules and ratings for the Official, Southern and Western Classifications are made for the railroads by committees appointed by them and all are subject to approval by the Interstate Commerce Commission.
For the Official Classification Territory, articles are divided into eight prime classes_.:.._1, 2, 3, 4, 5, 6, Rule 25 and Rule 26. The Southern Classification Territory has 12 classes-numbered from 1 to 12 inclusive, and the Western Classification Territory has 10 classes designated as 1, 2, 3, 4, 5, A, B, C, D, and E. Specific rates are published for these classes in Class Tariffs and they are known as First Class, Second Class, etc., Rule 25 Class, Rule 26-Class, Class A, Class B, etc.
In addition, the classifications show certain "column ratings" as well as ratings higher than First Clasl;l, such as one and one-quarter times First Class, one and one-half times First Class, and double First Class, etc. The column ratings are percentages of First Class and, for example, for the present Southern Classifications are as follows:
Class: 1 2 3 4 5 6 7 8 9 10 11 12 Percentage: 100 85 70 55 45 40 35 30 25 22.5 20 17.5
The price relationships are that Third Class is higher than Fourth Class, Second Class is higher than Third Class, etc., and it should be noted that classifications, while similar, are not identical for the three territories.
Joint through rates between points in one classification territory and points' in another are always governed by one classification, which maY be either the classification for the territory of the point of origin or the point of destination. In the case of joint combination rates from points in one classification territory to points in another, the separate factors are usually governed by dif ferent classifications. The classifications govern

88

jng joint rates from points in one classification territory to points in another is a matter determined when the rates are established and there is no absolute fixed rule in the case. In import rates from Southern ports to Minneapolis, Minn., the Interstate Commerce Commission authorized the carriers to make import class rates from the South Atlantic and Gulf ports to Minneapolis, and other points grouped therewith, subject to tne Official Classification.* This was done in order to place these ports upon a competitive basis with North Atlantic ports.
In rate-making, the same factors that exist in classification are in evidence with the addition of the factors of competition and of return. For rate-making purposes the United States is divided into several rate territories which developed out of common interest of railroad groups during the growth of the railroad systems, as with conditions varying in different parts of the country, those rates suitable in one part may not have been suitable in another. The principal freight rate territories are shown on the map of Plate 21. It is to be noted that. the Official Classification Territory is divided into three rate-making territories, namely, Central Freight Association Territory, Trunk Line Territory and New England Freight Association Territory. In the Southern Classification Territory, the Southeastern Territory, which is the rate-making territory, is identical in extent with the classification territory. The Western Classification Territory, for ratemaking purposes, is divided into the Western Trunk Line Territory, the Southwestern Freight Bureau Territory and the Transcontinental Freight Bureau Territory.
Rates m;e published by the railroads or their agents in form of tariffs and are subject to approval of the Interstate Commerce Commission. To obtain such approval, the rates must be fair and iri accordance with the provisions of the Interstate Commerce Act. In certain states local rates must meet the approval of state bodies, as, for instance, in Georgia, where the Railroad Commission in 1916 and the Public Service Commission in 1935 set rates favoring intrastate traffic. Such action, however, where it has an effect on interstate traffic, is passed on by the Interstate Commerce Commission.
It has been the policy of the Interstate Commerce Commission, in its regulation or rates, to
*218 I.C.C. 284

be content merely in establishing what may be called a "zone of reasonableness." Within this zone, the carriers are generally at liberty to make rates, which would be influenced only by factors normally present in any sort of business enterprise, provided, however, that the rates apply equally to all and no undue prejudice accrues to other shippers or communities. The maximum reasonable rate, located at one end of this zone, is the highest rate the shipper can afford to pay and this depends upon what the goods can be sold for in the markets to which they are shipped, with the cost of transportation taken into account. The minimum reasonable rate, located at the other end of the zone, is generally fixed by what the carrier can handle the traffic for without loss.
Within the limits set by the Commission, the carriers tend to make such rates as will bring them the greatest return. They will not hesitate to adjust rates downward if they become convinced that a lower rate will increase volume enough so that a greater profit is secured than from a lesser volume at a higher rate. In other words, within the lawful limits, "what the traffic will bear" governs to a large extent the making of freight rates in the same way as it governs the setting of prices in other kinds of industry.
The greater part of rail traffic is carried at rates lower than the highest lawful rates. The deviations are due to competition of various types and from various sources. Rail rates may be depressed by motor truck competition or by water competition. Commercial competition among producers and producing districts can affect rates downward. For example, railroads serving a producing district more distant from a common market than a competing district on the lines of other carriers, will attempt to shade their rates rather than suffer the loss of the traffic. Some deviations arise from competition with substitute products. For example, in some parts of the country the price of natural gas or fuel oil affects the railroad rates on coal, and the rates on wheat and milled wheat products are usually equalized so as to give equal competitive standing to mills located anywhere along the way between the wheatfield and the consuming markets. Rates on export traffic to the ports along the coasts are usually lower than those on domestic traffic to the same ports because of competition in foreign markets. Ordinarily, water-and-rail rates are made lower than corresponding all-rail rates on the

89

theory that transportation by water is less expensive than by rail for an equal haul and is affected by inherent disadvantages, such as slower service and transfer of shipments at ports.*
The foregoing indicates rather broad limits within which rates may be set and leave a wide range for the treatment of individual cases. The result of this has been the production of thousands of rates and the effect is evident even in the class rates, due to the introduction of "exceptions." Exceptions are made primarily for two purposesone, to allow a special rate for a larger movement of articles otherwise in a class rating, the other to allow a reasonable rate on the movement of freight between classification territories where the difference in respective classifications is considerable.** Actually, as shown in the present investigation by the I.C.C. of Class Rates there are in the present Official, Southern and Western Classifications 27, 28 and 26 classes respectively, counting classes regularly in use taking rates higher than First Class and including regular and percentage classes. (Percentage classes as previously stated are classes expressed in terms of percentage of First Class. There has been an increasing tendency on the part of the I.C.C. to express rates in terms of percentage of First Class, and this has been extended into commodity rates.)
With all these variations it is still possible to generalize and simplify the task of drawing conclusions-
1. Commodity rates are less than class rates for similar articles.
?. Commodity rates on the whole are applied to
material that moves in larger quantity over well-defined routes; that is, so to speak, they adjust themselves to the volume of their traffic.
3. Commodity rates being strictly interpreted are readily checked by competing interests. Under the Interstate Commerce Act, discriminatory practices are prohibited, hence inequalities tend to be levelled out readily.
4. Class rates apply principally to high-value goods, that is, goods which usually have a high value added by manufacture. They apply to groups of articles and are higher than com- modity rates for similar articles.

While import and export traffic moves largely on the basis of commodity rates, class rates are of interest in connection with this traffic because they give the normal level of all rates. In any one area, if it is found that the class-rate structure is favorable, it may be assumed generally that the commodity-rate situation is also favorable, or at least will develop favorably as commodity traffic increases, but it should be recognized that there can be exceptions to this, chiefly with respect to those commodities whose volume of traffic is very small.
A study of the freight rate situation by means of ~omparison of commodity rates would be lengthy because of the thousands of commodity rates. Hence, it is convenient, particularly in discussing the situation of a port, to confine the discussion to class rates where it is possible to do so, and discuss commodity rates only where it is necessary to use them because of lack of class rates, or as extensions to illustrate a specific point. The method is sufficiently accurate for drawing general conclusions as to relative position of a shipping center and class rates are commonly used as criteria by authorities in discussion .of a freight rate situation.
In discussion of interior freight rates, it is possible for the purpose of simplicity and the development of general conclusions to exclude motor truck and interior waterway rates. Motor truck and interior waterway rates generally tend to follow the railroad pattern, being sufficiently lower to attract certain kinds of traffic, or sufficiently higher to include special service. For example, bulk commodities of relatively low value can be moved economically by water, and freight of relatively high value can be moved economically by motor truck where door to door delivery is desirable. Where rates of such carriers become so low as to drain traffic from the railroads, railroad rates are generally reduced to as low a point as profitable in order to compete. There have been numerous instances where rail rates have been adjusted to meet other forms of competition. The situation is stated by the T.V.A.* in a study of regionalized freight rates as follows:
"Because of the sheer size and physical unity of the American railroads and the geographical comprehensiveness of their service, the structure of railway rates dominates the rate structures of most other public freight

*205 r.c.c. 185.
**Refer to' Import rates from Southern ports to Min-
neapolis, 218 r.c.c. 284.

*A Report of the Tennessee Valley Authority entitled "Regionalized Freight Rates: Barrier to National Productiveness."

90

transportation. The principle holds generally true in spite of specific exceptions."
"The disposition of other public-transportation agencies is to set rates at a level where they will divert from the railroads only so much traffic of such kinds as they can handle profitably. In large parts of the country, for example, the common-carrier truck lines operate on rates substantially equal to the railway rates, depending for patronage on quicker and better service, more liberal packing requirements, and lower minimum-weight requirements. Unlike truck rates, rates by water carriers are generally lower than railway rates, as they must be to attract traffic to" a service which the public believes to be inherently less expeditious . . . the significant fact is that water rates, as well as truck rates, tend to run in proportion to the rates by rail transportation between the same points."
Export and import rates differ from domestic rates in that they are lower than domestic rates for the same haul. Section 4 of the Interstate Commerce Act forbids a carrier to charge a higher rate for a shorter haul than for a longer haul or equally to charge different rates for the same haul. (Assuming the same commodity.) The Section, however, states that the Interstate Commerce Commission may grant relief from this provision. It is under these (Fourth Section Ruling) rulings of the Commission that export and import rates are established. The legality of s'pecial rates for export and import traffic has been established by the Supreme Court in 1896 and the Import Rate Case of the Texas and Pacific Railway Company versus the Interstate Commerce Commission, 162 U. S. 197, 40 L. Ed. 450 decided March, 1896. It may be concluded from this decision that U.S. ports engaged in foreign commerce should be considered collectively.
The establishment of rates, rules, regulations, and practices for or in connection with the transportation of car2"0 by ocean carriers operating regular liner services in foreign trade usually is controlled by conferences or associations of the ocean carriers engaged in the particular trade. Most of these conferences apply to or from a specified group of United States ports such as North Atlantic ports, South Atlantic ports andjor Gulf ports and apply to traffic handled to or from any port in the group covered by the conference agreement even though the member lines do not schedule regular sailings from the port.
Section 15 of the Shipping Act of 1916 requires that agreements forming such conferences be submitted to the United States Maritime Commission for its approval before becoming lawfully effective.

A conference is a voluntary association of operators of ocean-going common carriers engaged in the transportation of waterborne commerce on regular schedules in well-defined trade areas. There are some 80 conferences operating from the East and Gulf coasts of the United States to foreign countries. These are divided roughly into North Atlantic groups, Atlantic and Gulf groups, Gulf groups, one South Atlantic group and one South Atlantic & Gulf group. Broadly speaking, the principal purpose of a conference is to fix and regulate ocean freight rates and other charges and conditions for or in connection with the transportation of cargo direct or by transshipment. Most agreements are prefaced by statements similar to the following: The parties hereto associate themselves for the common good of shippers and carriers by providing just and economical cooperation between the steamship lines operating in the trade as well as stabilization of freight rates in the interest of shippers and carriers alike.*
It is the general practice for conferences to quote contract and non-contract rates. Contract rates are granted to all shippers who sign period contracts agreeing to forward all shipments in the trade covered by the conference on vessels of carriers belonging to the conference. Slightly higher non-contract rates are assessed all shippers who do not avail themselves of the contract privilege.** Time limits on such contracts differ with the individual conferences.
It is customary in all tariffs to quote rates for various commodities on weight, measurement,*** or ad valorem basis, and freight is computed in whichever manner produces the greater revenue for the vessel. Ocean freight rates are dependent upon whether the shipment is made in accordance with the bill of lading limit of value. If the shipper elects to ship at a value in excess of the bill of lading limit of value the rate is proportionately higher. Packages of miscellaneous articles generally are rated on the basis of the highest rated article contained therein. The ocean carriers reserve the right to refuse cargo which may damage
*Much of the text on this and the following page is taken from Port Series No. 10, published by the U.S. Engineers and the Maritime Commission.
**Usually 10 cents to 20o/o.
*'''*Rates may be quoted per 100 lbs., or per long ton of 2240 lbs. The short ton of 2000. lbs. is used only when specially noted and in certain Fair Eastern trade. A measurement rate ton is 40 cubic feet.

91

other cargo or the vessel, or prove offensive to passengers.
All rates are exclusive of marine insurance.
Rates are arrived at following discussions between representatives of merchants and carriers of the trade factors involved in which trading conditions, what the traffic will bear, foreign competition, cost of operation, etc. are taken into account. Rates are usually commodity rates, the

general cargo rate having special application principally in North Atlantic traffic. An illustration of the making factors is the following copy of a specification of information required of a shipper in applying for a modification of rates as set out by one of the North Atlantic conferences. Following this is a typical revised tariff sheet of Tariff No. 12 of the South Atlantic Steamship Conference which illustrates how rates are posted and changed.

APPLICATION FOR MODIFICATION IN RATE MUST CONTAIN FOLLOWING INFORMATION

(DATE)

1. SHIPPER 2. ADDRESS 3. COMMODITY 4. RAIL OR OFFICIAL CONSOLIDATED CLASSIFICATION 5. PORTS OF DESTINATION

PAGE

ITEM NO.

DESCRIPTION OF GOODS 6. TYPE OF PACKAGE 7. GROSS WEIGHT OF PACKAGE 8. MEASUREMENT OF PACKAGE 9. VALUE PER POUND OR PER PACKAGE LANDED 10. CURRENT RATE 11. RATE REQUESTED 12. STATE PERCENTAGE OCEAN RATE IS OF THE GOODS LANDED 13. VOLUME OF PRESENT MOVEMENT 14. ANTICIPATED VOLUME IF REDUCTION GRANTED-STATE ALSO ON WHAT GROU.NJJ:::i
ESTIMATE IS BASED 15. REASONS FOR MODIFICATION TO BE GIVEN IN FULL. IF ON ACCOUNT OF FOREIGN
COMPETITION STATE ORIGIN AND EXTENT-STEPS TAKEN BY THE SHIPPER TOREDUCE HIS OTHER COSTS AND HOW HIS ARTICLES COMPARE WITH THE FOREIGN ARTICLE-ALSO ANY OTHER STEPS TAKEN TO MEET THIS COMPETITION.

92

SOUTH ATLANTIC STEAMSHIP CONFERENCE

COTI'ON, LUMBER, NAVAL STORES, ETC. TARIFF NO. 12

Third Revised Page No. 3.

CancelS! Second Revised Page No. 3.

Correction No. 37

COTI'ON WASTE, SWEEPINGS, ETC.

These rates apply on Cotton Sweepings, and Card Strippings (Refuse of Cotton Spinning Factories or Knitting Mills)

or Cotton Clippings (Cotton Knit Goods Scraps), including Thread. Waste and Cotton Comber in bales.

High Density

Standard

Cottonseed Shavings Or Pulp and Motes In
Uncompressed Machine pressed Bales

*BORDEAUX

*DUNKIRK

*HAVRE

*ANTWERP

*GHENT

-Thru. Dec.

t.44

t.59

1.18

:t:.55

*ROTTERDAM

*AMSTERDAM
J *HAMBURG
*BREMEN

f *UNITED KINGDOM-Thru. Dec.
GENOA

t-44

t.59

1.18

:t:.55

NAPLES

LEGHORN

.60

.75

1.50

.60

VENICE j

1j - TRIESTE

FlUME

Thru. December

.49

.64

1.28

,55

MARSEILLES } CETTE

.57

.72

1.44

.60

To other than Mediterranean Ports, except as noted, rates apply shipside delivery when moving under Port or Custody B /L. When moving under thru B/L, rates in effect on date of issuance of thru B/L shall apply. ()-Cotton Waste, Sweepings, etc., transshipped from Antwerp to Ghent-5c higher. ()-Rates apply for shipment within two calendar months after month in which quotation is made. (t)-Contract rates. Non-Contract rates 10c higher. (:!:)-Rate applies thru September. Identical rates quoted for all classes of steamers. Published rates apply via Class "A" Steamers; vessels of lower insurance rating may refund difference in insurance upon presentation of receipted insurance bills.

(*)-Change.

Effective August 11th, 1939.

93

APPENDIX C INTERSTATE COMMERCE COMMISSION
DECISION OF MAY 15, 1945 RELATIVE TO
DOCKET NO. 28300-CLASS RATE INVESTIGATION, 1939 DOCKET NO. 28310-CONSOLIDATED FREIGHT INVESTIGATION

INTERSTATE COMMERCE COMMISSION
No. 28300 CLASS RATE INVESTIGATION, 1939
No. 28310 CONSOLIDATED FREIGHT CLASSIFICATION
Submitted July 17, 1944 Decided May 15, 1945
PART I
Upon investigation in No. 28310 into descriptions of articles, carload minimum weights, and ratings in official, Illinois, southern, and western classifications applicable to transportation of property throughout the United States, in interstate or foreign commerce, by railroad, by water, or partly by railroad and partly by water, found:
1. That the present official, Illinois, southern, and western classifications, in so far as the ratings named therein are concerned, as a whole, are and for the future will be unjust and unreasonable, in violation of section 1 (4) and (6) of the Interstate Commerce Act.
2. That the present official, Illinois, southern and western classifications, in so far as the ratings named therein are concerned, as a whole, because of the substantial number of differences in such ratin$'s, result and will result in undue and unreasonable preference and advantage and in undue and unreasonable prejudice and disadvantage, in violation of section 3 (1) of the Act.
3. That to make the classification fair and reasonable it is essential that the grouping of analogous articles and those with similar transportation characteristics, shall be made according to accepted and recognized principles of classification, and that scales of class rates be maintained providing different rates for the several classes of property, which shall bear a just and reasonable relation each with the others.
4. That it is impossible, without a basic unity in classification ratings throughout the country, to maintain

a just and reasonable relation between the class rates on commodities moving in carload and less-than- carload lots or as between competing commodities moving at class rates.
5. That the establishment of a uniform classification of property for transportation, with reference to which class rates of :respondents are or may be made or prescribed, will be just and reasonable; and to the extent the classifications established by respondents are different and non-uniform, to that extent their existing chlssifications as embraced within the Consolidated Freight Classification, are, and will be for the future, unjust and unreasonable in violation of section 1 (4) and (6) of the Act.
6.. That the findings as to uniformity are not intended to prevent establishment of exceptional classification ratings provided they are justified individually upon their own merits, do not violate the Act, are not inconsistent with the national transportation policy, and do not tend to impair the general requirement of uniformity of classification.
7. That the general basis of the official classification, including the percentage relation between the classes, would be just and reasonable for application uniformly by respondents, and should be established by them within a reasonable time.
8. That it is just and reasonable that a uniform Glassification should be established containing (a) classes, intermediate between the several classes in the official classification, corresponding to the columns prescribed in finding 1 in Eastern Class Rate Investigation, 164 I.C.C. 314, 373; 171, I.C.C. 481, 499; (b) the present regular classes which are multiples of class 1 (class 100); and (c) additional classes lower than the lowest
' class in the official classification. And that these classes in the uniform classification should be 30 in number ranging from class 400 to .class 13.
9. That substantial uniformity exists in the present classifications as to descriptions of articles and carload minimum weights.
10. Respondents are given reasonable opportunity to initiate a lawful uniform classificatiofi: before the Commission undertakes the task; respondents are expected to advise the Commission within 90 days from the service of this report whether they will

94

undertake to make and tender a uniform classification based upon the ~ndings herein. Jurisdiction retained to make such further order in the premises as may be proper in the event respondents decline to make and tender a uniform classification or omit to respond within the time specified.
That the uniform classification must be closely connected with the class scale or class scales of rates to be applied, to insure proper preservation of revenue for the carriers and that the rates shall be just and reasonable and otherwise in conformity with the Act.
PART II
Upon investigation in No. 28300 into lawfulness of interstate class ~:ates, determined by ratings in official Illinois, southern, and western classifications, applicable to transportation in interstate or foreign commerce of property by common carriers by railroad, by water, or partly by railroad and partly by water, subject to the Interstate Commerce Act, and the charges resulting therefrom, between all points in the United States except those in mountain-Pacific territory,
found: 1. That the intraterritoriiil class rates (except as they
apply to rail-and-water coastal serv~ce or relate to short- or weak-line arbitraries) applicable within official, Illinois, southern, southwestern, and western trunk-line territories, are, and for the future will be, unjust and unreasonable, in violation of section 1 (4) and (5)(a) of.the Act.
2. That the intraterritorial class rates in issue in this proceeding applicable between official, Illinois, southern, southwestern, and western trunk-line territories, are, and for the future will be, unjust and unreasonable, in violation of section 1 (4) and (5) (a) of the Act.
3. That the relation between the interterritorial class rates applicable from southern, southwestern, and western trunk-line territories to official and Illinois territories, on the one hand, and the intraterritorial class rates applicable within official and Illinois territories, on the other hand, makes, gives, or causes, and for the future will make, give, or cause undue and unreasonable prefere~ce and advantage to official and Illinois territories as a whole and the shippers and receivers of freight located therein, and subjects, and for the future will subject, southern, southwestern, and .western trunk-line territories, as a whole, and the shippers and receivers a:f freight located therein, to undue and unreasonable prejudice and disadvantage, in .violation of section 3 (1) of the Act.
4. That a just and reasonaple basis of class rates, not
unjustly discriminatory or unduly preferential or prejudicial, to be observed by respondents with respect to the traffic described in findings 1, 2, and 3 immediately preceding, will be the following:
(a) The application, as a maximum for class 1, of scale of rates shown in Appendix 10.

(b) The rates herein prescribed are to be applied to the distances over the shortest possible rail routes by which carload traffic can be inter-changed be. tween carriers without transfer of lading.
(c) Class rates scales, other than class 1, shall bear percentage relations to the class 1 rates, as found to be just, fair, and reasonable in Part I hereof. Rule prescribed for the disposition of fractions.
(d) Key point class rates based on the scale herein found reasonable may be established subject to our approval between points where such rates were prescribed by us in the prior general class rate revisions.
(e) Such class rates shall apply to the ratings of commodities taking class rates as the same shall be rated in the uniform classification found to be just, fair, and reasonable in Part I hereof.
(f) Such revised uniform class rates and classification ratings shall be made applicable simultaneously.
PART III
Pending establishment of the rate revision and classification unification contemplated by the findings in Part I and Part II hereof, certain readjustments in the existing basis of class rates are required which will be just
and reasonable and will bring to the minimum the preferences and prejudices found to be unlawful, as completely as it is practicable now to eliminate such violations. It is found that, on and after the effective date of the order to be entered in this proceeding:
1. The existing interstate class rates applicable to freight traffic moving at the classification ratings within southern, southwestern, and western trunk-line territories and interterritorially between those territories and also between those territories and official territory, will be unjust and unreasonable unless reduced 10 per cent, subject to specified distance rates as minima; but no changes in existing exception rates or column rates, ar in groupings in connection with the present class rates, are contemplated by this finding.
2. Simultaneously as part of the adjustment, the existing applicable interstate class rates for freight traffic moving at classification ratings within official territory (including Illinois territory) should be increased 10 per cent as maxima, in the manner specified in the report, and as so increased the class-rate scales will be just and reasonable; this finding is based in part upon the finding that the revenue needs of the carriers in offica! territory with respect to their class-r11te traffic are greater than is the case as to ,class-rate traffic of the carriers in the other territories described.
3. The present minimum charge per shipment on lessthan-carload shipments moving at class rates in the territory included in No. 28300, is less than a just and reasonable minimum charge to the extent that it is less than 75 cents; and 75 cents is a just and reasonable minimum charge on such shipments.

95

APPENDIX D

GEORGIA'S DEFICIENCY INDIJSTRIES

BASED ON EXTENT TO WHICH CONSUMPTION OF GOODS EXCEEDS PROllJOTION

IT!)!
-
Abra~ive Wheels, stonet, paper cloth, end relate~ products

UNITED STATES POPULATION SERVED PER
PLANT

PRESENT
NUMBER OF PLANTS IN , GEORGIA

POTENTIAL ADDITIONAL PLANTS I:N GEORGIA

POTENTIAL ADDITIONAL NUMBER OF
EMPLOYEES IN GEORGIA

POTENTIAL ADDITIONAL
VALUE OF
INDUST.R!AL PROllJCTS IN GEORGIA

1,062,000

-

3

213 :n.690,000

Agricultural machinery (except

tractors),

415,000

7

5

550

2,680,000

Alloying and rolling and drawing

of nonferous metala, except alu!Dinum

700,000

-

Aluminum products (inc1u~ing ro1-

li~g and drawing and extruding) not elsewhere classified

81,3,000

-

4

1,008 10,570,000

4

520

4,020,000

Aluminum ware, kitchen, hospital

end household (except electrical

appliances)

4,115,000

!1.

l

Artificial leather and oilcloth 3.657,000

-

1

Artists' materials

J,:lJO,OOO

-

1

193

875.000

120

l,OJO,OOO

15

93.000

AsbestoR products (except steam

packing and pipe and boiler cov-

ering)



1,665,000

-

2

310

1,44o,ooo

Automobile trailers (for attach-

ment to passenger cars)

1,665,000

-

2

42

187,000

Automotive electrical equip-

ment

1,565,000

-

2

498

2,6oo,ooo

Baking powder, yeast and other

leavening compounds

2,801,000

-

1

96

750.000

Batteries, storage and primary (dry.and wet)

596,000

-

5

425

2,780,000

Batting, padding and wadding; up-

bolstery filling

1,062,000

2

l

43

239 .333

Beauty ehop and barber shop equipment

1,827,000

-

2

Belts (app~el), regardless

of material

537.500

-

6

Biscuit, crackers and pretzels 369.500

-

g

78

312,000

126

468,000

808

4,770,000

Blowers, exhaust ani vent11at-

ing fans

1,708,000

-

2

142

687,000

Boat Building and boat repairing

652,000

-

5

75

250,000

96

ITJIM

UNITED STATES POPULATION SERVED PER
PLANT

PRESENT NUMBER 0'8 PLANTS IN GEORGIA

POTENTUL ADDITIONAL PLANTS UT
GEORGIA

POTENTIAL ADDITIONAL
NUMBER 07
EMPLOYEES IN GEORGU.

POTDTUL ADDITIOJW,
VALUJ: 07
INDUSTRIAL PRODUCTS IN GEORGIA.

Bone black:, carbon black and lampblack

:?,484,000

1

45

343,000

Book binding and related industries 116,200

9

25

700

2,300,000

Books; printing without publishing

190.700

5

Booka; publishing and printing

877,000

12

372

1,585.000

4

236

935.000

Books; publishing without printing

236,800

8

11

242

2,105,000

Boot and shoe cut stock and findinga 253.000

Bread and other bakery producta (except bilcui t, crackera, -and pretzell)

7.300

105

12

492

3,06o,ooo



25~

3.542 17 ,05(),000

Brick and hollow structural tile

1,655.000

13

Broom a Bruahea

412,000

6

537.500

3

42

113,000

6

246

1,150,000

Buttona

417,000

8

312

718,000

Candie a

4,702,000

1

28

156,000

Candy and other confectionery pro.duch

105.200

29

6

294

1.370,000

Cane Su.gar - except refineriea

1,688,000

2

1.36

810,000

Canned and dried fruits and vegetablea (Including canned aoupa) _

65,6o0.

21

4o

2,160 11,900,000

Canned fiah, crustacea, and mollusks 614,5()0

5

Canvaa pro~ucta (except baga)

394,000

5

Carbon paper and inked ribbona

2,270,000 .

.3

2.37

884,ooo

I)

90

395.000

1

71

500,000

Carbon products for the electrical industry, and manufactures of carbon or artificial graphite

4,245,000

1

96

437.000

Carpets and ruga, wool

3,06o,ooo

1

675

3,34o,OOO

Carpeta, rugs, and mats made from such materials as paper fiber, graas, jute, flax, sisal, cotton,
cocoa fiber and raga

1.567,000

2

86

218,000

Carpet yarn, woolen and worsted

7.315.000

1

82

468,000

Cars and car equip!ftent - railroad, street, and rapid-tranait
Cara a,hd trucka, industrial

920,000 2,390,000

3

606

4,000,000

1

90

4o6,ooo

Caaketa, coffins, burial caaea, and other morticiana'' goode

220,000

19

2

56

.294,000

97

UNITED

STATES PRESENT

ITJCM

POPULATION NW.BER OF

SERV:ED PER PLANTS IN

PLANT GEORGIA

Cement

822,500

2

Cereal preparations

1,853.000

Cheese

49,1.!.50

Chemicals not elsewhere classified

242,500

3

Chewing gum

4,875.000

Chil:\ren' s ani infAnta' wea.r not elsewhere classified - made in contract factories

5.980,000

Children's and infante' wear not elsewhere classified - made in inside factories or b7 jobbers engaging contractors

1,277,000

Children's coats - made in contract

factories

2,924,000

Children's coats -made in inside factories or by Jobbers engaging contractors

1,219,000

Children's dresses- nade in contract factoriea

1,154,000

Children's dresse&- made in in'ide factories or by jobbers engaging contractors

723,000

Children's vehicles

2,990.000

China firing anddecorating (for the trade)

5.480,000

Chocolate and cocoa products

3.370,000

Cigar boxes: wooden, part wooden

2,230,000

Cigarettes

3.760,000

Cigars

220,000

Clay products (except potter7) not

elsewhere clatsified

1.330,000

Clay refra.ctories, including re-

fractory cement (cl&)

798,000

3

Cleaning and polishing preparations, blacking, and dressings

207,000

5

Clothing: leather and sheep-lined 1,355.000

Cloth sponging and miscellaneous special finishing

1,175.000

Coal tar products, crude and intermediate

2,685,000

POTENTIAL ADDITIONAL PLANTS IN GEORGIA
2
2
64 10
1
1
2
1
3 3
4 1
1 1 1 1
14
2
1
14
2
3
1

POTENTIAL ADDITIONAL
NUMBE..-q OF
EMPLOYEES I~ GEORGIA

POTJ!:NTI.Al. ADDITIONAL
VALUJ!l OF
INIXJSTRIA.L PROWCTS IN GEORGIA

352

2.275.000

258

3.060,000

134

2,560,000

1.530

20,000,000

88

1,375.000

25

31,000

96

438,000

27

31,000

78

593.000

120

94,000

268 112
12 226 79 730
1.~74
38
83
224 110
93 6o

1,120,000 468,000
62,000 2,34o,ooo
156,000 24,600,000
3. &>0,000
94,000
1,000,000
2,000,000 530,000
561,000
1,030,000

98

lTD!

UNITED STATES POPULJ.TI ON SERV!ID PER PLANT

P.Rl:SDT NUMBER OF PLANTS IN
GEORGIA

POTENTIAL ADDITIONAL PLANTS IN
GEORGIA

POTENTIAL .A.DDITIOH.AL NUMBER OF J!MPLOYDS IN GEORGIA.

POTENTUL ADDITIOHAL
VALUE or
INIIJSTRUL PROllJCTS IN GIORGIA~

Coated and glazed paper

939.000

3

204

2,000,000

Coats, suits and skirts (except fur coats) made in inside factories or by jobbers engaging contractors

117.500

27

729

6,650,000

Coats, suits ani skirts (except fur coats) made in contract fac-
toriea

155.6oo

20

520

780,000

Colors ani pigment&

1,480,000

2

180

2,000,000

Commercial laundry, dry-cleaning, and pressing machi~ery

1,6o5,ooo

2

90

530.000

Communication equipment

580,000

5

990

4.550.000

Compressed ani liquefied gases -

not made in petroleum refineriea

or in natural-gasoline plants

347,000

7

5

85

680,000

Concrete product Condensed and evaporate~ milk

64,500

20

31

234.500

13

341

1.958.000

~86

4.970,000

Construction and similar machinery (except mining ani oil-'field machinery and tools)

661,5()0

5

585

3,)JO,OOO

Converted paper products not else-

where claaaified

342,700

4

5

370

3,8JO,OOO

Cooking and other edible fate and

oils, not elsewhere classified

2,350.000

4

Cooperage

376,000

9

3

69

361,000

Cordage and twine

1,135.000

9

Cork product&

3,76o,ooo

1

86

4o5,000

Corn syrup, corn sugar, corn oil, and starch
Corsets and a111ed garmenu

3, 76o,ooo 4SJ,OOO

1

215

2,840,000

6

510

2,000,000

Coetumejewelry and costume novelties (jewelry other than fine jewelry)

455.500

7

308

810,000

Cotton broad woven go?ds Cotton narrow fabrics

199,000

81

807,500

~

372

1,155.000

Cot tonseed oil, cake, meal and lintere

294.500

51

Cotton thread Cotton yarn Creamery butter

1, 755.000

3

377.000

38

37.500

6

80

64o

11,150,000

99

POTENTIAL ...

UNITED

POTENTIAL ADDITIONAL

STATiS

PRES~T POTENTIAL ADDITIONAL VALUE OF

ITEM

POPULATION NUI-IBER OF ADDITIONAL NUMBER Ol!' INOOSTRIAL

SE.t{V'J:D PER PLANTS IN PLANTS I:::l EMPLOYDS

PRODUCTS

PLANT

G0RGIA GEORGIA IN GEORGIA IN GEORGIA

Cured fish
Curtains, draperies, and bedspreads- contract factories

1,155,000 1,755,000

3

63

375,000

2

32

31,000

Cutlery (except aluminum, silver ani plated cutlery) and edge tools

495,000

6

414

1,135.000

Dental equipment ani supplies

1,005,000

3

132

750.000

Die-cut paper ani paperboard, ani converted cardboard

1,087,000

3

141

780,000

Dolls (except rubber)

1,567,000

2

82

281,000

Doors, window sash, frames, molding, and trip (made of metal)

642,500

Dress ani semi-dress gloves and mittens: cloth, cloth and leather combined

2,690,000

5

255

1,155,000

1

89

187,000

Drugs ani medicines (including drug grinding)

120,500

16

18

666

5,920,000

Dyeing and finishing cotton, rayon,

silk, and linen textiles

281,000

g

4

584

2,380,000

Dyeing and finishing woolen and worsted.

2,090,000

2

144

905,000

Electrical appliances Electrical measuring instruments

953.000 2,2}0,000

3

543

3.470,000

1

222

1,000,000

Electrical products not elsewhere classified

. 752,000

4

188

933.000

Electric lamps

2,390.000

1

278

2,0}0,000

Electroplating, plating, and pol-

ishing

205,000

3

12

180

655.000

Electrotyping and stereotyping not ione in printing establishments
Elevators, escalators, ani conveyors

562,500 718,000

6

i62

687,000

4

288

1,530,000

Embroideries, other than Schifflimachine products-contract factories

369,000

g

104

187,000

Embroideries other than Schiffli-
machine products - made in regular factories or by jobbers engaging contractors

2,435,000

l

17

31,000

Embroideries: Schiffli-machine products

331,000

9

99

56o,ooo

Ename1e1-iron sanitary ware and other plumbers' supplies (not including pipe and vitreous and semivitreous china sanitary ware)

5()8,000

6

66o

2,96o,OOO

100

ITJ!2.!
Ena~eling, japanning, and lacquering Engraving on met~ (except for printing purposes)
Engraving (steel, copperplate, and wood); plate printing
Envelopes
Essential oils
Excelsior
Explosives
Fabricated plastic products, not elsewhere classified
Fabricated structural steel and ornamental metal work, maie in plants not operated in connection with rolling mills
Feathers, plumes, ani artificial flowers
Felt goods, wool, hair, and jute (except woven felts and hat bodies ani hats)
Fiber cans, tubes, and similar products
Files
Finishing of men's ani boys' hAts of fur-felt, wool-felt, ani straw
Firear!!ls
Fire extinguishers, chemical
Fish ani other marine oils, cake, ani meal
Fl'it glass
Flavoring extracts ani flavoring syrups, not elsewhere classified
Floor ani wall tile (except Qllarry tile)
Flour ani other grain-mill proiucts
Food preparations, not el~ewhere classified
Footwear (except rubber)

UNITED' STATES POPULATION
SERVED PZR
PLANT
1,4oo,ooo 301,500 778,000
9,,+05,000 2,485,000 1,646.000
6o9,000
418,500
3. 550.000 1,134;000 5.980,000
872,000 5.725,000 4,700.000 1, 733.000 3.560,000
276,000 2,690,000
61,4oo 131,000 .123,000

PRESENT NUMBER OJ' PLANTS IN
GEORGIA
8
10 39 12
5

POTENTIAL ADDITIONAL PLANTS IN GEORGIA
2
2
10
4
1 1 2
5
23
7
1
3
1
4
1 1
2 1
1
t
35 14
19

POTENTIAL ADDITIONAL
.ruMSER OF
DIPLOYEES IN GEORGIA

POTENTIAL ADDITIONAL
VALUE OF
IN:WSTRIAL PRO:WCTS IN GEORGIA

156,000

125,000

16o

530.000

264

q

218,000

25

62,000

208

1,710,000

1,710,000

920

175

437.000

201 89
216
144
35
48
445
15
153 595
266
4,199

.778,000 281,000 780,000 438,000 219,000 312,4oo 2,44o,ooo
4o5,000 10,420,000
2,46o,OOO 13,100,000

101

POTDTUL

UNIUD

ParDTUL .lDDITIOH.AL

STA'l':&S

PUSDT POT:ZNTI.AL ADD~TIOJW. T.ALUi OJ'

lml

POPULATI Cli liUMBJ:R OJ' .lDDITIOtiL HUMBER OF IllWSTRI.AL

SERTID PD PL.UTTS Illl PL.UTTS Ill JMPLOYJZS PROWCTS

PL.UTT

GlilORGlA G:S:ORGIA II GJIORGI.A. IN G:IORGIA

7orginga, iron and steel - made in plants not operated in connection with rolling mills
J'u.el briquets

636.500 lj.,l20,000

J'u.r coats and other fur garments, acceaaoriea, and trimmings

6o,50Q

J'u.ra, dressed and dyed
Galvanizi~ and other coatingcarried on in plants not operated in connection with rolling mille

908,000 1,585,000

Games and toys ( Ucept dolls and children 11 nhiclea)

38lj.,OOQ

General commercial (job) printing

13.700

Generating, distribution and iaduetrial apparatus, and apparatus for incorporation in aanu!actured p~oducta not elsewhere clae1ified

268;000

Glasa containers

1,710.000

Glue and Gelatin

1.64-5,000

Gra~re, rotofra~e. and rotar.r photogravure including prepara-
tlon of plates)

5.1j.so,ooo

Grar-iron and aemisteel. castings

113.000

Grease and tallow (except lubrieating grealls)

lj.25,000

Greeting cards (except handpainted) 1.205,000

QQa laval stores (processing but not gathering or warehousing) GtpsWD products
Handkerchiefs-made in contract factoriee
Bandkerchlefa-ude in inalde factories or by ~obbere engaging contractors Band stamps, stencils, and brands

174.500 i,9jb,OOO
6,580,000
2,190,000 455.000

Hardware not elsewhere claesified

3o4.ooo

Hardwood dietillation and charcoal manufacture

3,06o,OOO

Hat and cap materials, trimminge. etc.

2.390,000

Hat bodiea and hats, fur-felt

3,o6o.ooo

Hat bodies and hate, wool-felt

10,950.000

Hate, straw

11,95(),000

-
-
-
-
lOS
-
-
-
-
17
-
-
-438
-
-
3
-
-
-
-
-
-

5 1
52 3
e
s
143
l2 2 I
1 20
1 3
2
1
1 5 10 1 1 l
l l

~35 11
~16
123
36
42lj. 1,859

2.500.000 125,000
~.ooo.ooo
530.000
156.o6o 1.310,000
1100,000

2,)52 76o
1QO

11.15(),000 ).710.000
no.ooo

75 1,120
147 276

437.000
J,6!4o.ooo
1,370.000 935.000

172 Z7
102 6o 1,000
lj.g
22 258 114 13

1.()90,000 31,000
5()0,000 178,000 3.680,000
156,000
125,000 935.000 J74,ooo )1,000

102

UBI TED

STATES

ITEM

POPULATIOB

SERVED PER

PLANT

Hatters fur

3, 56o.ooo

Heating and cooking apparatus, except electric, not elsewhere claa-
!Bified

955.000

Hosiery'- full-fashioned

264,000

Hotel china

7,7ij.o,ooo

House dresses, uniforms, and aprons.- made in contract faetories

517,000

House dresses, uniforms, and apron!! - made in inside factories or by Jobbers engaging contractors

270,6oo

House furnishing (except curtaine. draperies, and bedspreads)

279.000

Household furniture, except upholstered

82,700

Ice cre&lll and ices

48,C!OO

Industrial leather belting and packing leather

693,000

Industrial machinery,' not elsewhere classified

227,000

Insecticides, fungicides, and related

ininstrial and houeehold chemical

compounds

170,000

Insulated wire and cable

1,665,000

Internal combustion enginea

1, 780,000

Jute goode (except felt)

5.980,000

Knitted cloth

575.000

Knitted glovea

6, 580,000

Knitted outerwear (except knit gloves) - contract factoriea

565,000

Knitted outerwear (except knit glovea) re~lar factories or Jobbers engaging contractor

271,000

Laboratory', hospital, and other professional furniture

1,605,000

Lace goode

2,090,000

Lamp shades

1,028,000

Lapidary work

1,46o,ooo

Lasts and related products

2, 711<>,000

PRJ: SENT NUMBER OF PLANTS IN GEORGIA
13
5
3
22
34
9 11
4

POTENTIAL ADDITIONAL PLANTS Ill GEORGIA
1
3 1 1
6
6
8
18 35
5
ll
1~ 2 2
1 2
1
6
11
2 1 3 2 1

POTENTIAL ADDITIONAL NUMBER OF EMPLOYDS IN GEORGIA
56
81 <!08 115
264
384
224
1,224 455
80
572
168 4ss ~ 95 110 lij.o
108
506
94 198. 72
8
45

POTENTIAL ADDITIONAL
VALUE~
INIXJSTRIAL PRODUCTS IN GEORGIA
250,000
5()0,000 5lij.,OOO 218,000
218,000
1,380,000
J, 750.000
J,670,000
593.000
2,650,000
1, 6ij.o. 000
2,880~000
2,620,000 11<>5,000 680,000 281,000
156,000
2;310,000
343.000 562,006 188,000 125,000 156,000

103

UNITED

STATES

PRESENT

ITEM

POPULATION l:UMBER OF

SERVED P~ PLANTS IN

- - - - - - - - - - - - - - - - - . . : . P : . . : L A N = . : . T_ _ ___:G:.!E::::O::.:R:::.GI=.A

POTENTIAL ADLITIONAL
PLANTS IN
GEORGIA

POTENTIAL

POTENTIAL ADDITIONAL

ADDITIONAL

VALUl!: OF

NUMBER OF H:WSTRIJU.

EMPLOYEES

PRODUCTS

I.Jl GEORGIA __ _!_!l_ ~A__

Laundry equipment, iomesti,c

3.130,000

1

229

1,465,000

Leather gloves ani mittens

565,000

6

288

625,000

Leather goods not elsewhere claar.ified

823,000

4

72

218,000

Leather - tanned, curried, and finished - cnntract factories

1,185,000

3

162

4o6,ooo

Lee.ther - tanned., curried., and finished - rsgular factories or
jobbers _engaging contractors

333.000

8

1,088

7.~60,000

Li~:htir.g fiJ<tures

232,000

14

630

2,970,000

Lime

489,000

6

246

873,000

Lir:.en goods

14,630,000

l

45

156,000

Lir:.oleum, asphalted-felt-baRe and other hard-curface floor coverings, not elsewhere clasS-ified

7. 74o.ooo

l

198

l,65Q,COO

Linseed oil, cake, and. meal

5. 2.70,000

1

57

1,620,000

Liquor~. distilled

975.000

3

129

1,342,000

Liquors, rectified or blended

889,000

3

87

1,156,000

Lithographing and photo-litho-

graphing (including preparation

or stones or plates and dry transferr)

176,000

4

14

644

2,8~,000

Lubricating oils and greases - not made in . petroleum refineries

567.500

6

108

1,1,5,000

Macaroni, spaghetti, vermicelli, and noodles

402,000

g

200

1,090,000

Machine and hand typesetting (in-

r.luding adverthement type~etting)

205,000

4

12

156

465,000

Machine shop products not elsewhere classified

62,000

17

41

1,560

7,000,000

Machine shop repairs Malt

90,200

23

17

2.530,000

1

136

443,000

46

1,4oo,ooo

Malt lic;.uor

217,000

14

1,414

12,~0,000

Matches

4,700,000

l

142

625,000

Measuring ani dispensing pumps

},46o,OOO

l

195

1,060,('00

Measuring in~truments, mechanical

(except electrical measuring in-

etruments, watches and clocks)

1.930,000

2

Meat packing, wholesale

89,000

16

22

252 2,508

g37.000 39.300,000

104

UNITED

STATES

PRESENT

IT.i)(

POPULATION NUNB~ OF

SERVJ!;D PER PLANTS IN

----------------~----------------~P~LAN~T~----G~~~;ORGIA

POTENTIAL

POI'ENTIAL ADDI TI CNAL

POTEN'riAL ADDITIONAL VALUE OF

ADDITIONAL NUMBER OF INWSTR IAL

PLANTS UT EMPLOYEES

PRODUCTS

G:i.ORGIA _...;I~N~G~~;~OR:!!G~I~A~ _}N GEORGIA

Mechanical power-trRnsmi~sion equipment

603,000

5

860

4,070,000

Mens' a'n:i boy's hats ani caps (except felt .and straw)

487,000

6

g4

282,000

Mens' an:i boy's shirts (except 1oork !ihirts), collars, and nightwear - made ir. contract factories

934,000

3

291

282,000

Mens' and boy's suits, coats, and overcoats (except work clothing) made in contract factories

122,000

26

1,196

1,465.ooo

Mens' and boys' suits, coats, and

overcoats (except work clothing)

made in inside factories or by

jobbers engaging contractors

96,000

1

26

Men 1 s and boys 1 underwear- made in contract factories

13,170,000

1

30

31,0QO

Men's and boys' underwear - made in inside factories or by jobbers engaging contr~ctors

2,990.000

1

135

J74,ooo

Men's neckwear- made in contract factories

3.870,000

1

23

31,000

Men 1 ~; neckwear - made ln inlllde

factories or by jobbers engaging

contrP-.ctors

380,000

3

6

180

850,000

Metal .workine machinery and equi~ ment, not elsewhere classified

71Jo,ooo

4

472

2.340,000

Millinery

125,000

5

8

224

85(),000

Mineral wool Mirror. frf'.mes and. picture frames

2,270,000 722,000

1

55

187,000

4

88

312,000

Mirrore and other glass products made of purchased glass

236,000

13

286

1,183,000

Mil!cellaneous fabrlcited products not elsewhere classified

226,000

392

1,220,000

Miscellaneous fabricated textile

products not elsewhere classified

439.000

3

4

~!odeh and patterrtR (e::~cept paper

pat terns)

193.000

16

160

530,000

Motorcycle~. bicycl~s. and parts

3,65Q,COO

1

2_31

1,030,000

~lotor vehicles, motor-vehicle bodies, parts ani accessories

125,000

9

16

6.992

Mucila~e, paste, and other adhesives, except glue and rubber cement

2,060,000

2

18

94,000

105

POTENTIAL

UNITED STATES

POTENTIAL .ADDI TI ON..U.
PRESENT POTENTIAL ADDITIOH..U. VALtn or

IT.Ji2ol

POPUuTIOll HUMBER OJ' ADDITIOlUL !lUMBER or INIXJSTRIAL

SERVID PER PL.AliTS Ill PLANTS IN .Ji2o!PLOYUS PROIXJCTS

PLJJIIT

GEORGIA GEORGIA IN GEORGIA IN GEORGIA

Musical instruments, parts, and

materials not elsewhere class1fied

1,305,000

-

2

82

281,000

Haile, spikes, etc., not made in

wire mille or in plants operated in

connection with rolling mille

3,650,000

-

1

83

312,000

Natural grapblte, ground and re-

fined

21,950.000

-

1

2

31.000

Needles, pins, hooks and eyes, and slide and snap fasteners

2,270,000

-

1

Newspaper: publishing and printing

19,100

103

94

320 2,820

905.000 12,250,000

Newspaper: publishing without printing

305,000

4

9

lonclay refractories

2,860,000

-

1

54

245,000

125

655.000

lonferrous-~etal foundries ( ucept aluminum)

219.500

5

12

228

1,100,000

Nonferroue-~etal pro~ucts not elsewhere classified

301,000

-

10

700

3.370,000

Office and store machines, not

elsewhere classified

1,070,000

-

3

1,074

3.560.000

Office furniture

865,000

-

~

392

1,310,000

Oil burners, domestic and induetrial

1,010,000

-

3

63

437.000

Oleomargarine - not made in meatpacking establishments

7.300.000

-

1

4o

810,000

Ophthalmic goode; lenses and titting

1,45Q,OOO

-

2

Optical instruments and ~enaes

4,39(),000

-

1

Paints, varnishes, and lacquers

UJ,OOO

10

z4

296

1,o6o,ooo

42

125,000

792

8, 750.000

Paper and paperboard mille

206,000

3

12

2,424

Paper bags, except those made, in

paper mills

1,105,000

2

1

107

676,66

Paperboard containers and boxes not elsewhere classified

98,000

15

17

952

4,970000

Paper-mill, pulp-mill, and paperproducts machinery

1,330,000

-

2

1.46

780,000

Partitions, shelving, cabinet

work, and office and store fixtures 184,000

6

13

325

1,255.000

Paving blocks and paving mixtureal

asphalt, creoeoted wood, and composition

570,000

-

6

84

780,000

106

ITEM
Pencils (except mechanical) and crayons
Pen~. mechanical pencils, and pen points
Perfumes, cosmetics, and other toilet preparations
Periodicals: publishing and printing
Periodical~: publishing without printing
Petroleum refining
Photoengraving, not done in printing establ,ishments (inchding prepar~tion of plates)
Photographic apparatus and materials and projection equipment (except lenees)
Pickled fruita ani vegeta~les and vegetable sauces and seasonings
Plastic materials
Porcelain Electrical supplies
Poultry dressing and packing wholesale
Power Boilers Md as11ociated products
Prepared feeds (inclu:iing mineral) for animals and fowls
Preserves, jam~, jellies, and fruit butters
Pri~ary smelting and refining of non-ferrous metals
l'r1nt1:ng ink
Processed waste and recovere:i wool fibers-regular !s.ctories or job'.:lere engaging contractors
Processe:i waste and recovere:i wool fi'.:lers-contract factories
Professional and scientific instruments (except surgical and dental}
Public bu~ljing furniture
Pulp goodt (pressed, molded)

UNITED STATES POPULATION SERV"~D PER PL.WT
3.290,000 l,SSO,OOO
244,000 213,000
67,000 271,000
1S9,0. 0
:320,000
348,000
3,46o,OOO
3.130,000
172,')00 293.000
95.000
710,':100
1,04o,ooo 4,'570,000
6o4,ooo 1,24o,ooo
9,405,000

PRES~T
NUMBER OF PLANTS IN
GEORGIA
13
4 23 1 6
3
3
5

POTENTIAL ADDITIONAL PLANTS IN
GEORGIA 1 2
10
14 39
11
9
4 6
1 1
18
18 4 1
5
1
5 3
1

POTENTIAL AD;;>ITIONAL HUMBER OF EI-!PLOYEES IN GEORGIA

POTEN'I'IAL ADDITIONAL
VA.LU:<.: OF IN!YuSTRIAL
PROWCTS IN GEORGIA

125

375.000

180

592.000

290

2,730,000

812

4,580,000

546 2,277

5.320,000 53.625,000

180

726,000

612

3,150,000

192

1,o6o,ooo

263

1,S4o,000

164

500.000

396

3.300,000

306

112

905,000

780

22,700,000

105

1,155,000

17

31,000

320

1, 1+65,000

198

625,000

20

94,000

107

I TIM
Pu.lp m1111
Pumping equip~ent and air compreaaora
~ick frozen fooda
iadioa, radio tubea, and phonograph
Raincoats and other waterproof garmenta (except oiled cotton)
Rattan and willowware (except furniture) and baaketa other than vegetable and fruit baaketa
iayon and allied producta
~on broad woven gooda - contract factoriea
~on broai woven goode - regular factoriea or Jobbera engaging contractor
Bayon narrow fabrica
~on throwine; and apinnine; contract factoriea
Ra7on 7arn and thread, apun or thrown - regular factoriea or jobber engaging contractor
Reclaimed rubber
Refrigeratora, domeatic (mechan.ical and abaorption), refrigeration machiner7 and equipment, and complete air-conditioning unita
Rice cleaning and poliahing
Robes, lounging garmenta, and dressing gowns
Roofing, built-up and roll: aaphalt ahi.nglea: roof coating (except paint)
Roofing tile
Bubber boots and shoes (including rubber-soled footwear with fabric uppers)
Bubber products not elsewhere claaaified
Safea and vaulta
Salt
Sand-lime brick, block and tile

UNITED STATES POPULATION
SERVED PER
PLANT
678,000

PRllSDT
WMBER 0~
PLANTS Ill
GEORGU.
2

POTDTUL ADDITIONAL PL.UlTS IliT
GEORGIA
3

POTJ:NTUL ADDITIONAL
:NUMB:IR ~ .li:MPLOYDS
nr GEORGIA
474

FOTl:NTIAL ADDITIOIJAL VALUil 0'1 IlmJS'lRIAL PRODUCTS
IN GEORGIA
3,2l!o,ooo

391,000

3

5

4<>5

3.650,000

1

78

250,000

588,000

5

1,250

6,6oo,ooo

1, 730,000

2

72

282,000

2,801,000 4.390,000
1,665,000

1

39

94,000

1

l,320

5.900,000

2

116

125,000

670,000

3

2

691

1,()97,000

3

tTl!.

5()0,000

4,120,000

1

61

62,000

2,530.000 13,170,000

1

152

625,000

1

30

156,000

425,000

3

1,820,000

498,000

3

1,020,000

2

8,200,000

10,13(),000
254,000 8,200,000 3.291,000 4,870,000

~

56o

2

90

1,000,000

6

198

825,000

1

.19

856.666

1

17

31,000

1

4":10

1,185,000

12

1,464

6,280,000

1

37

156,000

1

114

655.000

1

10

31,000

108

UNITED STATiS POPULATION
SERVED !>ER
PLANT

PRESENT
NUMBER Ol
PLANTS IN GEORGIA

POTENTIAL
llUMBER OF
PLANTS IN GEORGIA

POTENTIAL ADDITIONAL NUMBER OF EIIJ'LOYEES IN GEORGIA

POTENTIAL
ADDITIONAL VALUE OF IN:OOSTRIAL
PROIXJCTS IN GEORGIA

Sausage casings - not made in
~eat-packing establis~~ente

1

32

156,000

Sausages, prepared meats, and other meat products - not made in meat-packing establishment

123,000

18

11

176

2,210,000

Save

1,515,000

2

112

437.000

Scales and balances

2, 350.000

1

89

343,000

Screw-machine products and wood

screws

382,000

8

1,960,000

Secl)niary smelting ani refining, gold, silver, and platinum

1,995,000

2

52

2,430,000

Secondary smelting and refining of non-ferrous metals, not elsewhere classified
Sewer pipe an-i kindred products

1,220,000 2,020,000

3

132

1,96o,ooo

2

216

437,000

Sewing machines, domestic and

industrial

3.370,000

1

717.000

Sheet-metal work not specifically classified

104,000

11

280

1,55(),000

Shipbuilding and ship repairing

324,000

2

8

1,488

6,216,000

Signs, advertising displays, and

advertising novelties

95,000

12

27

1,700,000

Silk broad ....OVf,n goois, contract
f~ctories

3,56o,OOO

1

32

31,000

Silk broad woven goods - regular factories or jobbers engaging contractors

1,605,006

z

232

e:4o,ooo

Silk narrow fabrics

1,317,000

2

94

312,000

Silk throwing and spinning contract fRctoriee

1,680,000

2

332

374,000

Silk ynrn and thread, spun or thrown-

regular factories or jobberE engaging

contractors

2,4.80,000

Silverware and plated ware

875,000

1

235

1,155,000

4

392

1,5()0,000

Small leather goode

1,110,000

3

111

343,000

Soap and glycerin

498,000

3

3

231

Soda fountains, beer di~pensing equipment, and"'related products
Soybean oil, cake, and meal

2,580,000 2,800,000

1

49

321,000

1

48

1,0}0,000

Special dairy products

'2,580,000

1

72

1,375.000

109

POTENTIAL

UNITE

POTEl'lTU.L ADDITIONAL

STATES

PRJ:SERT POTENTIAL ADDITIONAL VALUE OJ

ITJM

POPULA.TIOlT :RUHBli:R 0., NUMBER or :NUMBER or IllllJSTRIAL

SERVED PD PLANTS IN PLANTS Ill :DIPLOIDS PROIXJCTS

PLANT

GEORGIA GEORGIA IN GIORGU. IN GIORGIA.

Sporting and athletic goode not elsewhere classified

376,000

-

8

Springs, steel (except wire) -

made in plants not operated in connection with rolling mills

2,480,000

-

1

376

1,5}0.000

86

56o,ooo

Stamped an~ pressed metal products (except automobile stampings)

201,000

-

16

96o

4,24o,ooo

Statuary and art goods (except atone and concrete) - factor7 production 1,045,000

-

3

27

94,000

Steam and hot water heating apparatua (including hot-water furnacea) 1,9}0,000

-

2

294

1,090,000

Steam and other packing; pipe and boi~er covering

983,000

-

3

Steam engines, turbine and water wheels

7.320,000

-

1

168

875.000

132

583,000

Steam fittings, regardless of material

728,000

-

4

616

2,65(),000

Stokers, mechanical, domestic and in::l.uatrial

2,16o,ooo

-

1

118

592,000

Stovea, ranges, water heatera, and

hot-air furnaces (except electric)

293,000

7

6

678

3,130,000

Suitcasea, brief cases, bags, trunks, and other luggage

4oo,ooo

-

8

24o

875.000

Surgical and medical instrument

2,632,000

-

1

54

218,000

Surgical supplies and equipment not

elsewhere classified; otthopedic appliance a

366,000

-

9

324

1,900,000

Suapendera, garters, and other goode made from purchased elastic material 1.995.000

-

2

96

375.000

Tableware, preesei or blown glau and glassware not elaewhere classified 1,145,000

-

Terra cotta

10,950.000

-

Tex(tle machinery Tirea and inner tubes

~39.000

10

2,480,000

-

3

816

2,310,000

1

31

62,000

4

364

1,21!),000

1

1.598

13,800,000

Tobacco (chewing and amoking and anuff)

997.000

-

3

249

2,9}0,000

Tobacco pipea and cigarette holdere 4,120,000

-

1

67

18],000

Tools (except edge toola, machine

toola, files, and aawa)

}4o.ooo

-

9

441

1,780,000

Tractors

4,390,000

-

1

935

6,0}0,000

Transportation equipment not elaewhere classified

3,210,000

-

1

38

156,000

no

I !Ill

m i l !ED

STA'BS
POPULATI 01lr

PRESENT
HUMBER or

SERVE PER PL.AliTS Ilr

PL.UT

GIORGIA

Trimmings (not made in'textile mills) atamped art goods, and art needlework - contract factories

.333.000

Trimmings (not made in textile ills) stamped art goods, and art needle-
work - made in regular factories or by Jobbers engaging contract.ors

580,000

Umbrellas, parasols, and canes

1,46o,OOO

Upholstered household furniture

154,000

7

Vending, amusement, and other coin-

operated machines

2,5!0,000

Venetian blinds

480,000

Vinegar and eider

997.000

Titre~s-ehinapluabing fixtures

5.268,000

Vitreous enameled products, ineluding kitchen, household, and
hospital utensils

2,390.000

Wallboard and wall plaster (except g;rpaum), building insulation (except mineral wool), and floor
campo e1 t1 on

1,o6o,ooo

Wallpaper

2,86o,OOO

Wb1tevare

4,25(),000

Window and door screens and weather strip
Window had
Wine a

812,000

482,000

437.000

2

Women's and misses' blouses and waista-made in contract factoriea

997.000

Women's and missea' blouses and waists-made in inside factoriea or by jobbers engaging contractori

775.000

Women's and misses' clothing, not elsewhere classified - made in contract factories

1,317,000

Women's and misaea' clothing, not eleewhere claseified - made in ineide factoriea or by Jobbers engaging contractor

570,000

Women' and mieaes' dreaaea (except

houee dreuee) - made in contract

factoriea

88,000

5

POTDTIAL .ADDITIONAL PLANTS IN
GEORGIA
9
5
2 14
l 7 3 1
1
3
1 4 6 5 3
2
5
32

PO'l'DTUL ADDITIONAL NUMBER OF EMPLOYEES IN GEORGIA
144
105 72 574 112 175 30 205
298
186 116 300
88 90 6o 120
136
76
165
1,088

POTENTIAL ADDITIONAL VALUll or INDUSTRIAL PRODUCTS IN GEORGIA
312,000
625,000 282,000 2,0SQ,OOO 562,000 625,000 187,000 530.000
1,o6o,ooo
8110,000 592,000 655;000 375.000 655.000 557,145 125,000
875.000
94,000
84o,ooo
1,36o,ooo

lll

ITJ:M
Women's and mi~ses' dresses texcept house dresses) - made in intide factories by Jobbers engaging contractor
Women's, children's and infant' underwear and nightwear of cotton and flannelette woven fabrice
Women's, children~ and infante' underwear and nightwear of knitted fabric
Women's, children's, and infante' -underwear and nightwear of silk and rayon woven fabrics
Women' neckwear, scarfs, etc.
Women's pocketbooks, handbage, and pur1e1
Wood products not elsewhere claei!ied
Woodworkin machinery
Woolen and worsted manufacture contract factoriet
Woolen and woreted manufactures reUlar factoriel or Jobbers engaging contractor
Wool pulling
Work glovee and mitten: cloth and leather combined
Writing ink
Wrought pipes, welded and heaT,Y riveted - made in plante not operated in connection with rolling mil1a

IDliTEll-
STATiS
POPUW.TIOH SERVE PER
PLAIT

PRESENT
NUMBER Of
PLAllTS IN GEORGIA

pOTENTIAL ADDITIONAL
PLAJlTS UT
GEORGIA

POTENTIAL ADDITIONAL
NUMBER OJ'
D!PLOYUS
IN GEORGIA

POT:ilNTU.L ADDITIONAL
VALUE OF
INDUSTRIAL PROOOCTS Ili GIORGIA.

92,000

6

757,000

947,000

354,000 1,225,000

16o,OOO

148,000

11

1,012,000

1, 7.:B,OOO

226,000

6

7. 740,000

1,4oo,ooo 8, 770,000

33

1,584

10,070,000

4

288

875.000

3

156

592,000

9

549

2,150,000

3

66

2!2,000

7

385

1,310,000

17

47'6

1,3lio,ooo

3

"120

50Q,OOO

2

174

312,000

4

1,028

4,830,000

l

22

312,000

2

200

530,000

1

12

62,000

2,690,000

1

230

1,810,000

Total

1,713

2,662

134.569 $751,682,210

ll2

APPENDIX E LEGISLATIVE ACTS CREATING PORT AUTHORITIES

The Brunswick Port Authority was created by Act No. 314 of the General Assembly of Georgia dated the 6th of March 1945. This Act creates the Authority and permits it to finance construction on a 30-year self-liquidating basis and also authorizes it to operate such facilities.
The State Port Authority was created by Act No. 422 of the General Assembly of Georgia dated the 9th of March 1945. It authorizes the expenditure of $15,000,000 for construction of State terminals on a 40-year self-liquidating basis. Operation of the ter~inal is to be by local port authority after construction is completed.
. Construction of the terminal at Brunswick will be from State Port Authority funds, the authorization in the Brunswick Port Authority Act being intended to cover future expenditure of funds for construction after the initial terminal is completed.

House Bill No. 541 Act No. 314

AN ACT

Creating the Brunswick Port Authority authorizing the Authority to promote, develop, construct, equip, maintain and operate at Brunswick in this State, terminal facilities of all kinds, conferring powers and imposing duties on the Authority; authorizing the issuance of revenue bonds of the Authority, payable from earnings and revenues, to pay the cost of such project; providing for the collection and for the pledging of revenues and other charges for the payment of such bonds and for the cost of maintenance, operation and repair of the project; authorizing the execution of trust indentures to secure the payment of such bonds and defining the rights of the holders of such bonds; making such bonds exempt from taxation; providing for condemnation; authorizing the issuance of revenue refunding bonds; providing for and repealing all laws and parts of laws in conflict with the provisions of this Act and for other purposes."

BE IT ENACTED BY THE GENERAL ASSEMBLY OF GEORGIA, AND IT IS HEREBY ENACTED BY AUTHORITY OF THE SAME:
Section 1. SHORT TITLES. This Act may be cited as the "Brunswick Port Authority Act."
Section 2. BRUNSWICK PORT AUTHORITY. There is hereby created a body corporate and politic to be known as the Brunswick Port Authority, and by that name, style and title said body may contract and be contracted with, sue and be sued, implead and be impleaded, and complain and defend in all courts of law and equity. The Authority shall consist of five members, two to be appointed by the governing authority of the City of Brunswick, two by the governing authority of the County of Glynn, and the fifth shall be chosen by the other members of the Authority. One of the members appointed

originally by the City of Brunswick shall be designated to hold office for one year and another for three years, and one appointed by the County of Glynn shall be designated for a term of two years and the other for a term of four years. The one chosen by the other members shall hold his office for a term of five years. Upon the expiration of a term of the member of the Authority, his successor shall be chosen in the same manner and by the same body, but all of those appointed after the expiration of the original terms shall hold office for five years, unless in the case of a vacancy, in which event, the appointee shall serve for the remainder of the unexpired term. Any member of the Authority shall be eligible for reappointment. Immediately after such appointments, the members of the Authority shall enter upon their duties. The Authority shall elect one of its members as Chairman and another as Vice-Chairman and shall also elect a Secretary and Treasurer who may not necessarily be a member of the Authority. Three members of the Authority shall constitute a quorum. No vacancy in the Authority shall impair the right of a quorum to exercise all rights and perform all the duties of the Authority. All vacancies shall be filled by selection by the body which was entitled to fill the place held by the predecessor. The members of the Authority shall not be entitled to compensation for their services but shall be reimbursed for their actual expenses necessarily incurred in the performance of their duties. No member of the Commission of the City of Brunswick or of the Commissioners of Roads and Revenues for Glynn County, Georgia, shall be eligible to be appointed as a member of the Authority so long as he holds such office. And the Authority shall make necessary rules and regulations for its own government. The Authority may delegate to one or more of its members, or to its officers, agents and employees such powers and duties as it may deem proper. Said Authority shall have perpetual existence.
Section 3. DEFINITIONS. As used in this Act, the following words and terms shall have the following meaning:
(a) The word "Authority" shall mean the Brunswick Port Authority created by Section 2 of this Act.
(I?) The word "project" shall be deemed to include wharves, docks, ships, piers, quays, elevators, compresses, refrigeration storage plants, warehouses and other structures, and any and all facilities needful for the convenient use of the same in the aid of commerce, including the dredging of approaches thereto, and the construction of belt line roads and highways and bridges and causeways therein, and other bridges and causeways necessary or useful in connection therewith, and shipping facilities and transportation facilities incident thereto and useful or convenient for the use thereof, including terminal railroads, and also airports, seaplane bases and air transportation terminals.
(c) The term "cost of the project" shall embrace the

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cost of construction and the cost of all lands, properties, rights, easements and franchises acquired, the cost of all machinery and equipment, financing charges, interest prior to and during construction, and for one year after completion of construction, cost of engineering, architectural and legal expenses, and of plans and specifications, and other expenses_ necessary or incident to determining the feasibility or practicability of the project, administrative expenses, and such other expenses as may be necessary incident to the financing herein authorized, the construction of any project, the placing of the same in operation, and the condemnation of property necessary for such construction and operation.
(d) Any project shall be deemed "Self-liquidating" if, in the judgment of the Authority, the revenues and earnings thereof will be sufficient to pay the cost of constructing, maintaining, repairing and operating the project, seaport or harbor and to pay the principal and interest of revenue bonds which may be issued for the cost of such project, seaport or harbor.
(e) The terms "port" and "seaport" shall include any place natural or artificial in which seagoing vessels may be sheltered or loaded or unloaded.
(f) The term "harbor" shall include any place natural or artificial in which vessels capable of moving articles of commerce by water borne vessels may be loaded, unloaded or accommodated.
Section 4. POWERS OF AUTHORITY. The Authority shall have powers:
(1) to have a seal and alter the same at pleasure;
(2) to acquire, hold and dispose of real or personal property for its corporate purposes;
(3) to acquire in its own name by purchase, on such terms and conditions and in such manner as it may deem proper, or by condemnation in accordance with and subject to the provision of any and all existing laws applicable to the condemnation of property for public use, real property or rights or easements therein or franchises necessary or convenient for its corporate purposes, and to use the same so long as its corporate existence shall continue and to lease or make contracts with respect to the use of or dispose of the same in any manner it deems to the best advantage of the Authority, the Authority being under no obligation to accept and pay for any property condemned under this Act except from the funds provided under the authority of this Act, and in any proceedings to condemn, such orders may be made by the court having jurisdiction of the suit, action or proceeding as may be just to the Authority and to the owners of the property to be condemned, and no property shall be acquired under the provisions of this Act upon which any lien or other encumbrance exists, unless at the time such property is so acquired a sufficient sum of money be deposited in trust to pay and redeem such lien or encumbrance in full.
(4) to appoint and select officers, agents and employees, including engineering, architectural and construction experts and attorneys, and fix their compensations;
(5) to make contracts, and to execute all instruments necessary or convenient, including contracts for construction of projects and leases of projects or contracts with

respect to the use of projects which it causes to be erected or acquired.

(6) to construct, erect, acquire, own, repair, remodel, maintain, add to, extend, improve, equip, operate and manage projects, as hereinabove defined, to be located on property owned or leased by the Authority, the cost of any such project to be paid solely from the proceeds of revenue bonds of the Authority or from such iproceeds and any grant from the United States of America or any agency or instrumentality or legal subdivision thereof;

(7) to accept loans and grants, either or both, of money or materials or property of any kind from the United StateS) of America or any agency or instrumentality or legal subdivision thereof, including the Reconstruction Finance Coroporation, upon such terms and conditions as the United States of America or such agency or instrumentality, including the Reconstruction Finance .Corporation, may impose;

(8)' to borrow money for any of its corporate purposes and to issue negotiable revenue bonds payable from earnings of such projects, and to provide for the payment of the same and for the rights of the holders thereof;

(9) to exercise any power usually po'Ssessed by private corporations performing similar functions, which is not in conflict with the constituton and the laws of this State;

(10) to do all things necessary or convenient to cariy out the powers expressly given in this Act.

(11) to act as agent for the United States of America, or any agency, department, corporation, instrumentality or legal subdivision thereof; in ariy matter coming within the purposes or powers of the Authority;

(12) to adopt, alter or repeal its own by-laws, rules

and regulations governing the manner in which its busi-

ness may be transacted and in which the power granted

to it may be enjoyed, as the Authority may deem necessary

or expedient in facilitating its business;

'

(13) to do any and all other acts and things in this Act authorized or .required to be done, whether or not included in the general powers in this section mentioned;

(14) to receive gifts, donations or contributions from any person, firm or corporation; and

(15) to contract with the City of Brunswick, the County of Glynn or the State of Georgia or any instrumentality thereof for the leasing, operation or management of real or personal property in or adjacent to the Port of Brunswick;

(16) to develop and improve the any harbor or seaport in Glynn County, Georgia;

(17) to acquire, construct, equip, maintain, develop and improve said harbors or seaports and their port facilities;

(18) to foster and stimulate the shipment of freight and comm1 rce through said ports whether originating within or without this State, including the investigation and handling of matters pertaining to all transportation rate structures affecting the same;

. (19) to own, lease and operate tug boats, locomotives and any m.d every kind or character of motive power and conveyances or appliances necessary or proper to carry

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passengers, goods, wares, merchandise or articles of commerce in, on or around its projects; and
(20) to hold, use, administer and expend such any sum or ::.urns as may hereinafter be appropriated by authority of the General Assembly for any of the purposes
of the Authority.
(21) to pledge, convey, assign, mortgage or encumber any property, real or personal which the Authority may from time to time own as security for any debt or obligatiori which it may incur in the exercise of the authority conferred upon it herein;
(22) to buy, sell or lease upon such terms as the Authority may deem proper, property of any kind as it may deem necessary or proper in the exercise of its powers and duties hereunder.
SectiQn 5. REVENUE BONDS. The Authority shall have power and is hereby authorized at one time or from time to time to provide by resolution for the issuance of negotiable revenue bonds of the Authority for the purpose of paying all or any part of the cost as hereinabove de.fined of any one or more projects. The principal and interest of such revenue bonds shall be payable from the special fund herein provided for such payment. The bonds of each issue shall be dated, shall bear interest at such rate or rates not exceeding five per cent per annum, payable semi-an:nually, shall mature at such time or times not exceeding thirty years from their date. or dates, shall be payable in such medium of payment as to both principal and interest as may be determined by the Authority, and may be made, redeemable before maturity, at the option of the Authority, at such price or prices and under such terms and conditions as may be, fixed by the Authority in the resolution providing for the issuance of the bonds. The Authority shall determine the form of the bonds, including any interest coupons to be attached thereto, and shall fix the denomination or denominations of the bonds and the place or places of payment of principal and interest thereof, which may be at any bank or trust company within or without the State. In case any officer whose signature shall appear on any bonds or whose facsimile signature shall appear on any coupons cease to be such officer before the delivery of such bonds, such signature shall nevertheless be valid and sufficient for all purposes the same as if he had remained in office until such delivery. All such bonds shall be signed by the Chairman of the Authority and the official seal of the Authority shall be affixed thereto and attested by the Secretary-Treasurer of the Authority and any coupons attached thereto shall bear the facsimile signature of the Chairman of the Authority. Any coupon may bear the facsimile signature of such person and any bond may be signed, sealed an attested on behalf of the Authority by such persons as at the actual time of the execution of such bond shall be duly authorized or hold the proper office, although at the date of such bond such persons may not have been so authorized or shall not have held such office. All revenue bonds issued under the provisions of this Act shall have and are hereby declared ta have all the qualities and incidents of negotiable instruments, under the negotiable instruments laws of the State. Such bonds and the income thereof shall be exempt from all taxation within the State~
The bonds may be issued in coupon or in registered

form, or both, as the Authority may determine, and provision may be made for the registration of any coupon bond as to principal alone and alsa as to both principal and interest. The Autl;10rity may sell such bonds in such manner and for such price as it may determine to be for the best interests of the Authority, but no such sale shall be made at a price so low as to require the payment of interest on the money received therefor at more than five per cent per annum, computed with relation to the absolute maturity of the bonds in accordance with standard tables of bond values excluding, however, from such computation the amount of any premium to be paid on redemption of any bond prior ta maturity. The proceeds of such bonds shall be used solely for the payment of the cost of the project or projects, and shall be disbursed upon requisition or order of the Chairman of the Authority under such restrictions, if any, as the resolution authorizing the issuance of the bonds or the :trust indenture hereinafter mentioned may provide. If the proceeds of such bonds, by error of calculation or otherwise, shall be less than the cost of the project or projects, unless otherwise provided in the resolution authorizing the issuance of the bonds or in the trust indenture, additional bonds may in like manner be issued to provide the amount of such deficit, which unless otherwise provided in the resolution authorizing the issuance of the bonds or in the trust indenture, shall be deemed to be of the same issue and shall be entitled to paY-J11ent from the same fund without preference or priority of the bonds first issued for the same purpose. If the proceeds of the bonds of any issue shall exceed the amount required for the purpose for which such bonds are issued, the surplus shall be paid into the fund hereinafter provid~d for the payment of principal and interest of such bonds. Prior to the preparation of definitive bonds
the Authority may, under like restrictions, issue interi~
re_ceipts, interim certificates or temporary. bonds, with or Without coupons exchangeable for definitive bonds upon the issuance of the latter. The Authority may also provide for the replacement of any bond which shall become mutilated or be destroyed or lost. Such revenue bonds may be issued without any other proceedings or the happening of any other conditions or things than those proceedings, conditions and things which are specified or required by this Act. In the discretion of the Authority, revenue bonds of a single issue may be issued for the purpose of paying the cost of any one or more projects. Any resolution providing for the issuance of revenue bonds under the provisions of this Act shall become effective immediately upon its passage and need not be published or posted, and any such resolution may be passed at any regular or special or adjourned meeting of the Authority by a majority of its members.
Section 6. CREDIT OF STATE AND ITS SUBDIVISION NOT PLEDGED.
Revenue bonds issued under the provisions of this Act shall not be deemed to constitute a debt of the State of Georgia or a pledge of the faith and credit of the State or of the City of Brunswick or of the County of Glynn. Such bonds may have the property, real or personal, which may from time to time be owned by the Authority pledged as security for their payment but shall not directly or indirectly or contingently obligate the State or

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the City of Brunswick or the County of Glynn to levy or to pledge any form of taxation whatever thereof. All such revenue bonds shall contain recitals on their face covering the foregoing provisions of this Section.
Section 7. TRUST FUND. All moneys received pursuant to the authority of this Act, whether as proceeds from the sale of revenue bonds, as grants or other contributions, or as revenues and earnings, shall be deemed to be trust funds, to be held and applied solely as provided in this Act. The Authority shall, in the resolution providing for the issuance of revenue bonds or in the trust indenture, provide for the payment of the proceeds of the sale of the bonds and the earnings and revenues to be received to any officer who, or any agency, bank or trust company, which shall act as trustee of such funds and shall hold and apply the same to the purposes hereof, subject to such regulations as this Act and such resolu-
tion or trust indenture may provide.
Section 8. TRUST INDENTURE. In the discretion of the Authority, any issue of such revenue bonds may be secured by a trust indenture by and between the authority and a corporate trustee, which may be any trust company or bank having the powers of a trust company within or outside of the State. Such trust indenture may pledge or assign revenues and earnings to be received and the property both real or personal owned by the Authority. Either the resolution providing for the issuance of revenue bonds or such trust indenture may contain such provisions for protecting and enforcing the rights and remedies of the bondholders as may be reasonable and proper and not in violation of law, including covenants setting forth the duties of the Authority in relation to the acquisition of property, the construction of the project, the maintenance, operation, repair and insurance of the project, and the custody, safeguarding and application of all moneys, and may also provide that any project shall be constructed and paid for under the supervision and approval of consulting engineers or architects employed or designated by the Authority and satisfactory to the original purcnasers of the bonds issued therefor, and may also require that the security given by contractors and by any depositary of the proceeds of the bonds or revenues or other moneys be satisfactory to such purchasers, and may also contain provisions concerning the conditions, if any, upon which additional revenue bonds may be issued. It shall be lawful for any bank or trust company incorporated under the laws of this State to act as such depositary and to furnish such indemnifying bonds or pledge such securities as may be required by the Authority. Such indenture may set forth the rights and remedies of the bondholders and of the trustee, and may restrict the individual right of action of bondho-lders as is customary in trust indentures securing bonds and debentures of corporations. In addition to the foregoing, such trust indenture may contain such other provisions as the Authority may deem reasonable and proper for the security of the bondholders. All expenses incurred in carrying out such trust indenture may be treated as a part of the cost of maintenance, operation and repair of the project or projects affected by such
indenture. Section 9. AGENCY CONTRACTS AUTHORIZED.
The Authority shall have the right to do all construction

under an agency, or construction management form of contract without the necessity of taking competitive bids.
Section 10. REVENUES AND EARNINGS. The Authority is hereby authorized to fix and to revise from time to time fees, rentals and other charges for the use of each project and for the services and facilities furnished by the same and to charge and collect same and to lease and to make contracts with any person, firm or corporation with respect to the use of any project or part thereof. Such rentals and other charges shall be so fixed and adjusted in respect to the aggregate thereof from the project or projects from with a single issue of revenue bonds is issued, as to provide a fund sufficient with other revenues of such project of projects, if any, to pay (a) the cost of new construction of projects, (b) the cost of maintaining, repairing and operating the project or projects, including reserves for extraordinary repairs and insurance, and other reserves required by the resolution or trust indenture, unless such cost shall be otherwise provided for, and (c) the principal of the revenue bonds and the' interest thereon as the same shall become due. The revenues and earnings derived from the projects for which a single issue of bonds is issued, except such part thereof as may be required to pay the cost of maintaining, repairing and operating the project or projects, and to provide such reserves therefor as may be provided for in the resolution authorizing the issuance of the revenue bonds or in the trust indenture, . shall be set aside at such regular intervals as may be provided in such resolution or such trust indE,mture in a sinking fund which is hereby pledged to, and charged with the payment of, (1) the interest upon such revenue bonds as such interest shall fa]l due, (2) the principal of the bonds as the same shall fall due, (3) the necessary charges af paying agents for paying principal and interest, and (4) upon any bonds retired by call or purchases as hereinafter provided. The use and disposition of such sinking fund shall be subject to such regulation as may be provided in the resolution authorizing the issuance of the revenue bond or in the trust indenture, but, except as may otherwise be provided in such resolution or trust indenture, such sinking funds shall be a fund for the benefit of all revenue bonds without distinction or priority of one over another. Subject to the p~ovisions of the resolution authorizing the issuance of the revenue bonds of the trust indenture, any moneys in such sinking fund in excess of any amount equal to one year's interest on all revenue bonds then outstanding may be applied to the purchase of redemption of bonds. All revenue bonds so purchased or redeemed shall forthwith be cancelled and shall not again be issued.
It shall be the duty of the Authority to prescribe rules and regulations for the operation of each project constructed under the provisions of this Act, including rules and regulations to insure maximum use of each such project, and to impose rentals and other charges for the use of the facilities furnished by such project and to collect the same from all persons, firms or corporations using the same.
Section 11. REMEDIES. Any holder of revenue bonds issued under the provisions of this Act, or any of the coupons appertaining thereto, and the trustee under the trust indenture, if any, except to the extent the rights
herein given may be restricted by resolutiort passed be-

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fore the issuance of the bonds or by the trust indenture, may, either at law or in equity, by suit, action, mandamus, or other proceedings, protect and enforce any and all rights under the laws of the State of Georgia or granted hereunder or under such resolution or trust indenture, and may enforce and compel performance of all duties required by this Act or by such resolution or trust indenture, to be performed by the Authority, or any officer thereof, including the fixing, charging, and collecting of revenues and other charges for the use of the project or projects. But no holder of any such bond shall have the right to compel any exercise of the taxing power of the State to pay any such bond or the interest thereon, or to enforce the payment thereof against any property of the State, the City of Brunswick or the County of Glynn nor shall any such bond constitute a charge, lien or encumbrance, legal or equitable, upon any property of the State, the City of Brunswick or the County of Glynn.
Section 12. CONTRIBUTIONS AUTHORIZED. The Authority, in addition ta the moneys which may be received from the sale of revenue bonds and from the collection of revenues and earnings derived under the provision of this Act, shall have authority to accept from any Federal agency grants for or in aid of the construction of any project or for the payment of bonds, and to receive and accept contribution from any source of either money or property or other things of value to be held, used and applied only for the purposes of which grants or contributions may be made. The City of Brunswick or the County of Glynn through their respective fiscal authorities may contribute from their respective treasurers such sum or sums from time to time as they may think proper or advisable for the use of the Authority for any of its purposes. They may likewise give and convey any property real or personal to the Authority that may be owned by either the said City or County.
Section 13. REVENUE REFUNDING BONDS. The Authority is hereby authorized to provide by resolution for the issue of revenue refunding bonds of the Authority for the purpose of refunding the revenue bonds issued under the provisions of this Act and then outstanding, together with accrued interest thereon. The issuance of such revenue refunding bonds, the maturities and all other details thereof, the rights of the holders thereof, and the duties of the Authority in respect to the same, shall be ,roverned by the foregoing provisions of this Act insofar .~s the same may be applicable.
Section 14. LEGAL INVESTMENT AND SECURITY .?OR DEPOSITS.. The bonds are hereby made securities in which all public officers and bodies of this State and ~II municipalities and all municipal subdivisions, all inaurance companies and associations and other persons ~arrying on all insurance business, all banks, bankers, .!trust companies, saving banks and saving associations, ~eluding savings and loan asso-ciations, building and loan ~ssociations, investment companies and other persons ~rrying on a banking business, all administrative, guard:~ns, executors, trustees and other fiduciaries and all other :Persons whatsoever who are now or may hereafter be ~thorized to invest in bonds or other obligations of the :State any properly and legally invest funds including hpital in their control or belonging to them. The bonds

are also hereby made securities which may be deposited with and shall be received by all public officers and bodies of this State and all municipalities and municipal subdivsions for any purpose for which the deposit of the bonds or other obligations of this State is now or may hereafter be authorized.
Section 15. GOVERNMENTAL FUNCTION. It 'is hereby found, determined and declared that the creation of the Authority and the carrying out of its corporate purpose is in all respects for a public purpose and that the Authority will be performing an essential governmental function in the exercise of the power conferred upon it by this Act and this State's Covenants with the holders of the bonds that the Auhority shall be required to pay no taxes or assessments upon any of the property acquired by it or under its jurisdiction, control, possession or supervision or upon its activities in the operation or maintenance of the facilities erected, maintained or acquired by it or any fees, rentals or other charges for the use of such facilities or other income received by the Authority and that the bonds of the Authority, their transfer, and the income therefrom shall at all times be exempt from taxation within the State.
Section 16. LIMITATION OF ACTIONS. Upon the passage of a resolution providing for the issuance of revenue bonds under the provisions of this Act, the Authority may, in its discretion, cause to be published once in each of two consecutive weeks in at least one newspaper published and having a general circulation in the City of Brunswick a notice in substantially the following form (the blanks being first properly filled in): .
"The Port Authority of the City of Brunswick on the ---------------- day of ________________19________, passed a resolution pro-
viding for the issuance of $--------------- Revenue Bonds of the Authority for the purpose of financing the construction of ________________________________, such Revenue Bonds being payable
to solely from the revenue of such project.
"Any action of proceeding questioning the validitY of said resolution or said Revenue Bonds must be commenced within twenty days after the first publication of this notice.
Chairman of Port Authority of Brunswick
Any action or proceeding in any court to set aside a resolution providing for the issuance of revenue bonds under the provisions of this Act or to contest the validity of any such revenue bonds or of the trust indenture, if any, to the same, must be commenced within twenty days from the first publication of the above mentioned notice. After the expiration of such period of limitation, ncr right of action or defense founded upon the invalidity of their resolution or the trust indenture, if any, or of the revenue bonds, shall be asserted, no'r shall the validity of such resolution, trust indenture or bonds be open :to question in any court upon any ground whatever, except in an action or proceeding commenced within such period.
Any such action and any action to protect or enforce any rights under the provisons of this Act shall be brought in the Glynn Superior Court, which shall have exclusive original jurisdiction of such actions.

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Section 17. POWERS NOT IMPAIRED. While any of the bonds issued by the Authority remain outstanding, the powers, duties or existence of said Authority or of its officers, employees or agents shall not be diminished or impaired in any manner that will affect adversely the interests arid rights of the holders of such bonds. The provisions of this Act shall be for the benefit of the State, and Authority and the holders of any such bond, and upon the issuance of bonds under the provisions hereof, shall constitute a contract with the holders of such bonds.
Section 18. ACT LIBERALLY CONSTRUED. This Act, being necessary for the welfare of the State and it.s inhabitants, shall be liberally construed to effect the purpO'ses hereof.
Section 19. CONSTITUTIONAL CONSTRUCTION. The provisions of this Act are severable, and if any of its provisions shall be held unconstitutional by any court of competent jurisidiction, the decision of such court shall not affect or impair any of the remaining provisions.
Section 20. ALTERNATIVE METHOD. The foregoing section Act shall be deemed to provide an additional and alternative method of the doing of the things autl)orized thereby and shall be regarded as supplemental and additional tO' powers conferred by other laws, and shall not be regarded as in derogation of any powers now existing.
Roy V. Harris
SPEAKER OF THE HOUSE OF REPRESENTATIVES
P. T. McCutchen, Jr. CLERK OF THE HOUSE OF REPRESENTATIVES
Frank C. Gross PRESIDENT OF THE SENATE
Mrs. Henry W. Nevin SECRETARY OF THE SENATE APPROVED: Ellis Arnall GOVERNOR THIS 8th DAY OF Mar., 1945
I, John B. Wilson, Secretary of State of the State of Georgia, do hereby certify that the foregoing is a true and correct copy of Act No. 314 of the 1945 General Assembly, as the same appears on file in this office.
This 24th day of March, 1945.
(signed) John B. Wilson
SECRETARY OF STATE House Bill No. 460 Act No. 422
AN ACT
Creating the State Ports Authority; authorizing the Authority to promote, develop, construct, equip, maintain and operate at any of the seaports of this state, terminal facilities, of all kinds; conferring powers and imposing duties on the Authority; authorizing the issuance of revenue bonds of the Authority, payable from earnings and revenues, to pay the cost of such projects; providing for the collection and for the pledging of revenues and O'ther charges for the payment of such bonds and for the cost of maintenance, operation and repair of the projects;

authorizing the execution of trust indentures to secure the payment of such bonds and defining the rights of the holders of such bonds; providing that nO' debt of the State shall be incurred in the exercise of any of the powera granted by this Act; making such bonds legal investmenta and also exempt from taxation; providing for condemnation; authorizing the issuance of revenue refunding bonds; fixing the venue or jurisdiction of actions relating to any provisions of this Act and the time within which such action must be brought; providing for the separate enactment of each provision of this Act; and repealina all laws and parts of laws in conflict with the provisiom of this Act and for other purposes."
BE IT ENACTED BY THE GENERAL ASSEMBLY OF GEORGIA, AND IT IS HEREBY ENACTED BY AUTHORITY OF THE SAME:
Section I.-SHORT TITLE. This Act may be cited as the "State Ports Authority Act."
Section 2.-STATE PORTS AUTHORITY. There is hereby created a body corporate and pO'litic to be known' as the State Ports Authority, which shall be deemed to be an instrumentality of the State of Georgia and a public corporation, and by that name, style and title said body may contract and be contracted with, sue and be sued, implead and be impleaded, and complain and defend in all courts of law and equity. The Authority shall consist of three members to be appointed by the Governor, one. of whom shall be a resident of the First Congressional District, as it is now constituted, and another from the Eighth Congressional District, as it is now constituted and the third shall be selected from the State at Large. The original appointments shall be made in such manner that the term of one member shall expire on July 1, 1946, the term of another member shall expire. on July 1, 1948, and the term of the remaining member shall expire on July 1, 1950. Their successors shall be appointed for terms of four years from the dates of expiration of their respective terms of office, except that any person appointed to fill a vacancy shall serve only for the unexpired term, and any member of the Authority shall be eligible for reappointment. Immediately after such appointments, the members of the Authority shall enter upon their duties. The Authority shall elect one of its members as Chairma:Q and another as Vice-Chairman and shall also elect a Secretary and Treasurer who may not necessarily be a member of the Authority. Two members of the Authority shall constitute a quorum. No vacancy in the Authority shall impair the right of a quorum to exercise all the rights and perform all the duties of the Authority. The members of the Authority shall not be entitled to com pensation for their services but shall be reimbursed fol their actual expenses necessarily incurred in the perform ance of their duties. The Authority shall make necessarJ rules and regulations for its own government. The Au thority may delegate tO' one or more of its members, or to its officers, agents and employees such powers and. duties as it may deem proper. Said Authority shall have perpetual existence.
Section 3. DEFINITIONS. As used in this Act, the following words and terms shall have the following mean ings:

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(a) The Word "Authority" shall mean the State Ports Authority created by Section 2 of this Act.
(b) The word "project" shall be deemed to include wharves, docks, ships, piers, quays, elevators, compresses, refrigeration storage plants, warehouses and other structures, and any and all facilities needful for the convenient , use of the same iii the aid of commerce, including the .dredging of approaches thereto, and the construction of belt line roads and highways. and bridges and causeways therein, and other bridges and causeways necessary or useful in connection therewith, and shipping facilities and transporation facililities incident thereto and useful or -convenient for the use thereof, including terminal railroads, and also airports, seaplane bases and air transportation terminals.
(c) The term "cost of the project" shall embrace the cost of construction, the cost of all lands, properties, rights, easements and franchise acquired, the cost of all machinery and equipment, financing charges, interests prior to and during construction, and for. one year after completion of constructon, cost of engineering, architectural and legal expenses, and of plans and specifications, and other expenses necessary or incident to determining the feasibility or practicability of the project, administrative expense, and such other expenses as may be necessary or incident to the financing herein authorized, the construction of any project, the placing of the same in operation, and the condemnation of property necessary for such construction and operation.
(d) Any project shall be deemed "self-liquidating" if, in the judgment of the Authority, the revenues and earnings thereof will be sufficient to pay the cost of constructing, maintaining, repairing and operating the project seaport or harbor and to pay the principal and interest of revenue bonds which may be issued for the cost of such project, seaport or harbor.
(e) The terms "port" and "seaport" shall include any place natural or artificial in which seagoing vessels may be sheltered or loaded or _unloaded.
(f) The term "harbor" shall include any place natural or artificial in which vessels capable of moving articles of commerce by water borne vessels may be loaded, unloaded or accommodated.
Section 4.-POWERS OF AUTHORITY. The Authority shall have powers:
(1) to have a seal and alter the same at pleasure;
(2) to acquire, hold and dispose of personal property for its corporate purposes;
(3) to acquire in its own name by purchase, on such terms and conditions and in such manner as it may deem proper, or by condemnation in accordance with and subject to the provision of any and all existing laws applicable to the copdemnation of property for public use, real property or rights of easements therein or franchises necessary or convenient for its corporate purposes, and to use the same so long as its corporate existence shall continue and to lease or make contracts with respect to the use of or dispose of the same in any manner it deems to the best advantage of the Authority, the_ Authority being under no obligation to accept and pay for any property condemned under this Act except from the funds provided

under the authority of this Act, and in 1any proceedings to condemn, such orders may be made by the court having jurisdiction of the suit, action or proceeding as may be just to the Authority and to the owners of the property to be condemned, and no property shall be acquired under the provisions of this Act upon which any lien or other encumbrance exists, unless at the time such property is so acquired a sufficient sum of money be deposited in trust to pay and redeem such lien or encumbrance in full; and if the Authority shall deem it expedient to construct any project on lands the title to which shall then be in the State of Georgia, the Governor is hereby authorized to convey, for and in behalf of the State, title to such lands to the Authority upon payment to the State Treasurer for the credit of the sinking fund of the State of the reasonable value of such lands such value to be determined by three appraisers to be agreed upon by the Governor and the Chairman of the Authority;
(4) to appoint and select officers, agents and employees; including engineering, architectural and construction experts and attorneys, and fix their compensation;
(5) to make contracts, and to execute all instruments necessary or convenient including contracts for construction of projects and lease of projects or contracts with respect to the use of projects which it causes to be erected or acquired;
' (6) to construct, erect, acquire, own, repair, remodel,
maintain, add to, extend, improve, equip, operate and manage projects as hereinabove defined to. be located on property owned by the Authority, the cost of any such project to be paid from the proceeds and any grant from the United States of America or any agency or instrumentality thereof;
(7) to accept loans and grants, either or both, of money or materials or property of any kind from the United States of America or any agency or instrumentality thereof, including the Reconstruction Finance Corporation, upon such terms and conditions as the United States of America or such agency or instrumentality, including the Reconstruction Finance Corporation, may impose;
(8) to borrow money for any of its corporate purposes and to issue negotiable revenue bonds payable from earnings of such projects, and to provide for the payment of the same and for the rights of the holders thereof;
(9) to exercise any power usually possessed by private corporations performing similar functions, which is not in conflict with the constitution and laws of this State;
(10) to do all things necessary or convenient to carry out the powers expressly given in this Act;
(11) to act as agent for t;he United.States of America, or any agency, department, corporation or instrumentality thereof, in any matter coming within the purposes or powers of the Authority;
(12) to adopt, alter or repeal its own by-laws, rules and regulations governing the manner in which its business may be transacted and in which the power granted to it may be enjoyed, as the Authority may deem necessary or expedient in facilitating its business;
(13) to do any and all other acts and things in this

119

Act authorized or required to be done, whether or not included in the general powers in this section mentioned;

(14) to receive gifts, donations or contributions from

any person, firm or corporation; and



(15) to contract with any municipality or county for the leasing, operating or management of real or personal property in or adjacent to any seaport of this State;
(16) to develop and improve the harbors or seaports of this state for the handling of water borne commerce from and to any part of the State of Georgia and other states and foreign countries;

(17) to acquire, construct, equip, maintain, develop and improve said harbors or seaports and their port facilities;
(18) to foster and stimulate the shipment of freight and commerce through said ports whether originating within or without this State, including the investigation and handling of matters pertaining to all transportation rates and rate structures affecting the same;
(19) to own, lease and operate tug boats, locomotives and any and every kind of character of motive power and conveyances or appliances necessary or proper to carry passengers, goods, wares, merchandise or articles of commerce in, on or around its projects; and
(20) to hold, use, administer and expend such sum or sums as may hereafter be appropriated by authority of the General Assembly for any of the purposes of the Authority;

(21) to do any other things necessary or proper to foster or encourage the commerce, domestic or foreign, of the State, the United States of America or of the several sister states.

Section 5.-REVENUE BONDS. The Authority shall have power and is hereby authorized at one time or from time to time to provide by resolution for the issuance of negotiable revenue bonds, but in no event to exceed the total sum of fifteen million dollars, of the Authority for the purpose of paying all or any part of the cost as hereinabove defined of any one or more projects. The principal and interest of such revenue bonds shall be payable solely from the special fund herein provided for such payment. The bonds of each issue shall be dated, shall bear interest at such rate or rates not exceeding five per cent per annum, payable semi-annually, shall mature at such time ' or times as the Authority may determine at the time or issue, shall be payable in such medium of payments as to both principal and interest as may be determined by the Authority, and may be made, redeemable before
maturity, au the option of the Authority, at such price or
prices and under such terms and conditions as may be fixed by the Authority in the resolution providing for the issuance of the bonds. The Authority shall determine the form of the bonds, including any interest coupons to be attached thereto, and shall fix the denomination or denominations of the bonds and the place or places of payment of principal and interest thereof, which may be at any bank or trust company within or without the State. In case any officer whose signature shall appear on any bonds or whose facsimile signature shall appear on any coupons cease to be such officer before the delivery of such bonds, such signature shall nevertheless be valid

and sufficient for all purposes the same as if he had remained in office until such delivery. All such bonds shall be signed by the Chairman of the Authority and the official seal of the Authority shall be affixed thereto and attested by the Secretary-Treasurer of the Authority and any coupons attached thereto shall bear the facsimile signature of the Chairman of the Authority. Any coupon may bear the facsimile signature of such person and any bond may be signed, sealed and attested on behalf of the Authority by such persons as at the actual time of the execution of such bond shall be duly authorized or hold the proper office, although at the date of such bond such persons may not have been so authorized or shall not have held such office. All revenue bonds issued under the provisions of this Act shall have and are hereby declared to have all the qualities and incidents of negotiable instruments under the negotiable instruments laws of the State. Such bonds and the income thereof shall be exempt from all taxation within the State. The bonds may be issued in coupon or in registered form, or both, as the Authority may determine, and provision may be made for the registration of any coupon bond as to principal alone and also as to both principal and interest. The Authority may sell such bonds in such manner and for such price as it may determine to be for the best interests of the Authority, but no such sale shall be made at a price so low as to require the payment of interests on the money received therefor at more than five per cent per annum, computed with relation to the absolute maturity of the bonds in accordance with standard tables of bond value excluding, however, from such computation the amount of any premium to be paid on redemption of any bond prior to maturity, the proceeds of such bonds shall be used solely for the payment of the cost of the project or projects, and shall be disbursed upon requisition or order of the Chairman of the Authority under such restrictions if any, as the resolution authorizing the issuance of the bonds or the trust indenture hereinafter mentioned may provide. If the proceeds of such bonds, by error of calculation or otherwise, shall be less than the cost of the project or projects, unless otherwise provided in the resolution authorizing the issuance of the bonds or in the trust indenture, additional bonds may in like manner be issued to provide the amount of such deficit, which unless otherwise provided in the resolution authorizing the issuance of the bonds or in the trust indenture shall be deemed to be of the same issue and shall be entitled to payment for the same fund without preference or priority of the bonds first issued for the same purpose. If the proceeds of the bonds of any issue shall exceed the amount requiTed for the purpose for which such bonds are issued, the surplus shall be paid into the fund hereinafter provided for the payment of principal and interest of such bonds. Prior to the preparation of definitive bonds, the Authority may, under like restrictions, issue interim receipts, interim certificates or temporary bonds, with or without coupons exchangeable for definitive bonds upon the issuance of the latter. The Authority may also provide for the replacement of any bond which shall become mutilated or be destroyed or lost. Such revenue bonds maY be issued without any other proceedings or the happening
of any other conditions or things than those proceedings,
conditions and things which are specified or required bY

120

t;his Act. In the discretion of the Authority, revenue bonds of a single issue may be issued for the purpose of paying the cost of any one or more projects. Any resolution providing for the issuance of revenue bonds under the provisions of this Act shall become effective immediately upon its passage and need not be published or posted, and any such resolution may be passed at any regular or special or adjourned meeting of the Authority by a tnajority of its members.
Section 6.-CREDIT OF STATE NOT PLEDGED. Revenue bonds issued under the provision of this Act shall not be deemed to constitute a debt of the State of Georgia or a pledge of the faith and credit of the State, but such bonds shall be payable solely from the fund hereinafter provided therefor from earnings, and the issuance of such revenue bonds shall not directly or indirectly or contingently obligate the State to levy or to pledge any form of taxation whatever therefor from earnings, and the issuance of such revenue bonds shall not directly or indirectly or contingently obligate the State to levy or to pledge any form of taxation whatever therefor or to make any appropriation for the payment. Neither the State nor the Authority shall be obligated to pay the principal of or the interes:t of such revenue bonds except from earnings of the project or projects for which they shall be issued. All such revenue bonds shall contain recitals on their face covering the foregoing provisions of this section.
Section 7.-TRUST FUNDS. All moneys received pursuant to the authority of this Act, whether as proceeds from the sale of revemle bonds, as grants or other contributions, or as revenue and earnings, shall be deemed to be trust funds, to be held and applied solely as provided in this Act. The Authority shall, in the resolution providing for the issuance of revenue bonds or in the trust indenture, provide for the payment of the proceeds of the sale of the bonds and the earnings and revenues to be received to any officer who, or any agency, bank or trust company, which shall act as trustee of such funds and shall hold and apply the same to the purposes hereof, subject to such regulations as this Act and such resolution or trust indenture may provide.
Section 8.-TRUST INDENTURE. In the discretion ,of the Authority, any issue of such revenue bonds may be secured by a trust indenture by and between the Authority and a corporate trustee, which may be any trust company or bank having the powers of a trust company within or outside of the State. Such trust indenture may pledge or assign revenue and earnings to he received. Either the resolution providing for the issuanceof revenue
bondsor such trust indenture may contain such provisions for protecting and enforcing the rights and remedies of the bondholders as may be reasonable and proper and not in violation. of law, including covenants setting forth the duties of the Authority in relation to the acquisition of property, the construction of the project, the maintenance, operation, repair and insurance of the project, and the custody, safeguard and application of all moneys and may als_o provide that any project shall be constructed and paid for under the supervision and approval of consulting engineers or architects employed or designated by the .Authority and satisfactory to the original pur-

chasers of the bonds issued therefor, and may also require that the security given by contractors and by any depositary of the proceeds of the bonds or revenues or other moneys be satisfactory to such purchasers and may also contain provisions concerning the conditions, if any, upon which additional revenue bonds may be issued. It shall be lawful for any bank or trust company incorporated under the laws of this State to act as such depositary and to furnish such indemnifying bonds or pledge such securities as may be required by the Authority. Such indenture may set forth the rights and remedies of the bondholders and of the trustee, and may restrict the individual righ1r of action of bondholders as is customary in trust indentures securing bonds and debentures of corporations. In addition to the foregoing, such trust indenture may contain such other provisions as the Authority may deem reasonable and proper for the security of the bondholders. All expenses incurred in carrying out such trust indenture may be treated as a part of the cost of maintenance, operation and repair of the project 0r projects affected by such indenture.
Section 9.-AGENCY CONTRACTS AUTHORIZED. The Authority shall have the right to do all new construction under an agency, or construction management form of contract without the necessity of taking competitive bids.
Section 10.-REVENUES AND EARNINGS. The Authority is hereby authorized to fix and to revise from time to time fees, rentals and other charges for the use of each project and for the services and facilities furnished by the same and to charge and collect the same and to lease and to make contracts with any person, firm or corporation with respect to the use of any project or part thereof. Such rentals and other charges shall be so fixed and adjusted in respect of the aggregate thereof from the project or projects for which a single issue of revenue bonds is issued, as to provide a fund sufficient with other revenues of such project or projects, if any, to pay (a) the cost of new construction of projects, (b) the cost of maintaining, repairing and operating the project or projects, including reserves for extraordinary repairs and insurance, and other reserves required by the resolution or trust indenture, unless such cost shall be otherwise provided for, and (c) the principal of the revenue bonds and the interest thereon as the same shall become due. The revenues and earnings derived from the projects for which a single issue of bonds is issued, except such part thereof as may be required to pay the cost of maintaining, repairing and operating the project or projects, and to provide such reserves therefor as may be provided for in the resolution authorizing the issuance of the revenue bonds or in the trust indenture, shall be set aside at such regular intervals as may be provided in such resolution or such trust indenture in a sinking fund which is hereby pledged to, and charged with the -payment of, (1) the interest upon such revenue bonds as such interest shall fall due, (2) the principal of the bonds as the same shall fall due, (3) the necessary charges of paying agents for paying principal and interest, and (4) any premium upon
bonds retired by call or purchase as hereinabove provided. The use and disposition of such sinking fund shall be subject to such regulations as may he, provided in the

121

resolution authorizing the issuance of the revenue bonds or in the trust indenture, but, except as may otherwise be provided in such resolution or trust indenture, such sinking fund shall be a fund for the benefit of all revenue bonds without distinction or priority of one over another. Subject to the provisions of the resolution authorizing the issuance of the revenue bonds of the trust indenture, any moneys in such sinking fund in ex~ess of an amount equal to one year's interest on all revenue bonds then outstanding may be applied to the purchase or redemption of bonds. All revenue bonds so purchased or redeemed shall forthwith be cancelled and shall not again be issued.
It shall be the duty of the Authority to prescribe rules and regulations for the operating of each project constructed under the provisions of" this Act, including rules and regulations to insure maximum use of each such project, and to impose rentals and other charges for the use of the facilities furnished by such project and to collect the same from all persons, firms or corporations using the same.
Section 11.-REMEDIES. Any holder of revenue bonds issued under the provisions of this Act, or any of the coupons appertaining thereto, and the trustee under the trust indenture, if any, except to the extent the rights herein given may be restricted by resolution passed before the issuance of the bonds or by the trust indenture, may, either at law or in equity, by suit, action, mandamus, or other proceedings, protect and enforce any and all rights under the laws of the State of Georgia or granted hereunder or under such resolution or trust indenture, and may enforce and compel performance of all duties required by this Act or by such resolution or trust indenture, to be performed by the Authority, or any officer thereof, including the fixing, charging, and collecting of revenues and other charges for the use of the project or projects. But no holder of any such bond shall have the right to compel any exercise of the taxing power of the State to pay any such bond or the interest thereon, or to enforce the payment thereof against any property of the state, nor shall any such bond constitute a charge, lien or encumbrance, legal or equitable, upon any property of the State.
Section 12.-CONTRIBUTIONS. The Authority, in addition to the moneys which may be received from the sale of revenue bonds and from the collection of revenues and earnings derived under the provisions of this Act, shall have authority to accept from any Federal agency grants for or in aid of the construction of any project or for the payment of bonds, and to receive and accept contributions from any source of either money or property or other things of value to be held, used and applied only for the purposes for which such grants or contributions may be made.
Section 13.-REVENUE REFUNDING BONDS. The Authority is hereby authorized to provide by resolution for the issue of revenue refunding bonds of the Authorit'y for the purpose of refunding and revenue bonds issued under the provisions of this Act and then outstanding, together with accrued interest thereon. The issuance of such revenue refunding bonds, the maturities and all other details thereof, the rights of the holders thereof, and the duties of the Authority in respect to the same, shall

}?e governed by the foregoing provisions of this Act insofar as the same may be applicable.
Section 14.-LEGAL INVESTMENT AND SECURITY FOR DEPOSITS. The bonds are hereby made securitiM in which all public officers and bodies of this State and all municipalities and all municipal subdivisions, all insurance companies and associations and other persons carrying on an insurance business, all banks, bankers, trust companies, saving banks and savings associations, including savings and loan associations, building and loan associations, investment companies and other persons carrying on a banking business, all administrators, guardians, executors, trustees and other fiduciades and all other persons whatsoever who are now or may hereafter be authorized to invest in bonds or other obligations of the State may properly and legally invest funds including capital in their control or belonging to them. The bonds are also hereby made securities which may be deposited with and shall be received by all public officers and bodies of this State and all municipalities and municipal subdivisions for any purpose for which the deposit of the bonds or other obligations of this State is now or may hereafter be authorized.
Section 15.-GOVERNMENTAL FUNCTION. It is hereby found, determined and declared that the creation of the Authority and the carrying out of its corporate purpose is in all respects for the benefit of the people of this State and is a public purpose and that the Authority will be performing an essential governmental function in the exercise of the power conferred upon it by this Act and this State Covenants with the holders of the bonds that the Authority shall be required to pay no taxes or assessments upon any of the property acquired by it or under its jurisdiction, control, possession or supervision or upon i_ts activities in the operation or maintenance ,of the facilities erected, maintained or acquired by it or any fees, rentals or other charges for the use of such facilities or other income received by the Authority and that the bonds of the Authority, their transfer, and the income therefrom shall at all times be exempt from taxation within the State.
Section 16.-LIMITATION OF ACTIONS. Upon the passage of a resolution providing for the issuance of revenue bonds under the provisions of this Act, the Authority may, in its discretion, cause to be published once in each of two consecutive weeks in at least one newspaper published and having a general circulation in the City of Savannah, a notice in substantially the following form (the blank being first properly filled in):
"The State Ports Authority on the ________ day of __ 19_______ , passed a resolution providing for the issuance of $ _______________ Revenue Bonds of the Authority for the purpose of financing the construction of ____________________________, such
Revenue Bonds being payable solely from the revenues of such project.
Any action or proceeding questioning the validity of said resolutiort or said Revenue Bonds must be commenced within twenty days after the first publication of this notice.
Chairman of the State Ports Authority"

122

Any action or proceeding in any court to set aside a resolution providing for the issuance of revenue bonds under the provisions of this Act or to contest the validity of any such revenue bonds or of the trust 'indenture, if any, to the same, must be commenced within twenty days after the first publication of the above mentioned notice. After the expiration of such period of limitation, no right of action defense founded upon the invalidity of the resolution or the trust indenture, if any, or of the revenue bonds, shall be asserted, nor shall the validity of such resolution, trust indenture or bonds be open to question in any court upon any ground whatever, except in an action or proceeding commenced within such period.
Any such action and any action to protect or enforce any rights under the provisions of this Act shall be brought in the Fulton Superior Court, which shall have exclusive original jurisdiction of such actions.
Section 17.:-POWERS NOT IMPAIRED. While any of the bonds issued by the Authority remain outstanding, the powers, duties or existence of said Authority or of its officers, employees or agents shall not be diminished or ,impaired in any manner that will affect adversely the interests and rights of the holders of such bonds, and no other entity, department, agency or authority will be created which will compete with the Authority to such an extent as to affect adversely the interests and rights of the holders of such bonds, nor will the State itself so compete with the Authority. The provisions of this Act shall be for the benefit of the State, the Authority and the holders of any such bonds, and upon the issuance of bonds under the provisions hereof, shall constitute a contract with the holders of such bonds.
Section 18.-ACT LIBERALLY CONSTRUED. This Act, being necessary for the welfare of the State and its inhabitants, shall be liberally construed to effect the purposes hereof.
Section 19.-CONSTITUTIONAL CONSTRUCTION. The provisions of this Act are severable, and if any of its provisions shall be held unconstitutional by any court of

competent jurisdiction, the decision of such court shall not affect or impair any of the remaining provisions.
Section 20.-ALTERNATIVE METHOD. The foregoing sections of this Act shall be deemed to provide an additional and alternative method for the doing of the things authorized thereby and shall be regarded as supplemental and additional to powers conferred by other laws, and shall not be regarded as in derogation of any powers now existing, and shall insure to the Savannah Port Authority, but shall in no manner repeal or otherwise modify the amendment to the Constitution approved November 4, 1924, the ordinance of the mayor and alderman of the City of Savannah, approved December 24, 1924, or the Act of the General Assembly, approved August 14, 1925.
Section 21.-All laws and parts of laws in conflict with this Act be, and the same are hereby repealed.
ROY V. HARRIS Speaker of the House of Representatives
P. T. McCUTCHEN, JR. Clerk of the House of Representatives
FRANK GROSS President of the Senate
MRS. HENRY W. NEVIN Secretary of the Senate
Approved: ELLIS ARNALL Governor
This 9th day of March, 1945.
I, John B. Wilson, Secretary of State of the State of Georgia, do hereby certify that the foregoing is a true and correct copy of Act No. 422 of the 1945 General Assembly as the same appears on file in this office.
This 19th day of March, 1945.
(Signed) JOHN B. WILSON Secretary of State

123

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THE PORT OF BRUNSWICK GENERAL AGRICULTURAL 8 COMMERCIAL AREAS
FR ED ER IC R. HARRIS INC NEW YORK

TAKEN FROM NATIONAL RESOU RCES BOARD DATA

PLATE 3

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SCALE IN MILES 0

eland

'tlgricultural anb 1Jnbu~trial mebdopmtnt Jjoarb of ~torgia
THE PORT OF BRUNSWICK
BRUNSWICK HARBOR
FREDERIC R. HARRIS INC.
NEW YORK PLATE 4

SEABOARD
AIR LINE RAILWAY
and Connections

G

L

ME X

0
ATLANTIC COAST LINE
RAILRO AD
- - - Airwoyline

FOR ATLANTA, BIRMINGHAM AND COAST RAILROAD SEE PLATE 5A FOR RAILROAD~ STEAMSHIP LINE CONNECTIONS TO SOUTH ATLANTIC PORTS SEE PLATE 56

PLATE 5

ATLANTA, BIRMINGHAM
AND COAST RAILROAD
hND OONNECTJONS
~
PLATE 5A

G

TAKEN

FRE.IGHT ASSOC."

Elect ric L i n e s - - - - - - - Ste~m R ltr oads Ste.&.I'Yish\.p Lines _ _ _ _ _ _
Scale o( Miles
50

i!II(Ticultural anb Jnbu!ltrial Jlrbdopnunt jlloarb of ~ror11ia

THE PORT OF BRUNSWICK

;

RAILROAD 8 STEAMSHIP

0~

LINE CONNECTIONS TO

~-\,

SOUTH ATLANTIC PORTS

;'''I

FREDERIC R.HARRIS INC. NEW YORK

;

PLATE SB

.$7'[/t~,f,'&..
C.H..E...S.A..P.E...A.K...E..A..N...D...O..H...I.O...R..A..I..L.W ...A..Y

NORFOLK AND WESTERN RAILWAY
and Connections
PLATE 6

0 Satr Route Numbtn
@I U.S. Route Numbcn

10

10

.\0<61~

l!l!lritultural anb .Jnbu~trial :lltbt lopmtnt jlloarb of ~torg:ia
THE PORT OF BRUNSWICK
CONNECTING HIGHWAYS
FREDERIC R. HARRIS INC. NEW YORK PLATE 7

RUNSWJCK-@ .
ST ""o~t>i souriD

LEGEND
@-DEPTH IN FEET BELOW MEAN LOW WATER

GULF OF MEXICO

NOTE:
TAKEN

FROM

a MAP "NAVIGATION FLOOD

2!5

CONTROL PROJECTS"- OFFICE, CHIEF OF ENGRS.

WASHINGTON, D.C. (1940)

2!5 0

SCALE IN MILES

50

100

~grirultural anb Jlnbugtrial li)ebtlopment jbloarb ot ~torgin

THE PORT OF BRUNSWICK
INTRACOASTAL AND
INLAND WATERWAYS

FREDERIC R.HARRIS INC.

1!50

NEW YORK

PLATE 8

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SCREDERIC A. HAI'IIIS INC. HUt YOIIK PLATE 10

AVERAGE ANNUAL COMMERCE OF BRUNSWICK, GA., 1929-1938
(QUANTITIES EXPRESSED IN SHORT TONS)
TOTAL-653,017
FOREIGN

IMPORTS- 49 086 -7.5 Z

SALTPETER- I 306-2.7% ~

CRUDE OIL
24,S97 50.9~

SUGAR
9,485 19.3~

FERTILIZER MATERIALS
6,642 .13.G%

FERTILIZER
1 COMPLETE 5,647 lt II.S~

- ALL 0 THE R- 1,009 2.0%t-J

EXPORTS -75,634- 11.6~

NAVAL STORES 63,790 84.3%

ALt OTHER -1.390- 1.8~
7 h -A"A& TToYA~~R-O4S..SaiT.QIE. -S.1S-~1 1029-1 4;t-
I l
a. I...OGS..! PIL lNG, POLES -3~,559- 41.7:f. _; 1ETROLC:.UM PROOUCT::.-1,606-2. 1%-

DOMESTIC
COASTWISE RECEIPTS -227 631-34.8%
PETROLEUM PRODUCTS 222 ,056 97.6% .

CREOSO'rE OIL-3 514-1.5%...:::1
l! I
ALL OTHER -2,061-0.9 ;~

COASTWISE SH I PMENTS -196 928-30 2%
PETP.OLEUM PRODUCTS 119,083 60.5;4
,
INTERNAL RECEIPTS -71~266-10.9%

- . --
LUMBER 4 822

2 4X ---.

NAVAL STORES CROSS TIES

27,856 14.2%

2'1 , 210 12.3%

l

t ALL OTHEft 11,646
5.9;4

e - PIL lNG POLES" 9,311 4. 7% --'

- SHRIMSUPG-AIR,IS~I/-012.27'/.-I_:4_%
SAN0-1 389-1.9%-,

LOGS 28,773 40.4%

CROSS TIES 12,331 17.3%

PILING ll POLES

11 ,522 16.2%

1

ALL
'i 1 OTHER 7,022 9.9,%

~_j ~lAVAL STORES-4228-5.9:4-...J
PETROLEUM PRODUC'iS-2,730-3.n-
SOAP eo SOAP POWDERS 1,06 4 1.5,.

INTERNAL SHIPMENTS- 30 609-4.7%

[ 'PINE OIL 684 2 2:4 _c_SUOAR - 466-1.5%

NAVAL STORES 11,670 38.1%

PETROLEUM PRODUCTS
4,145 13.6%

CLRUOMSSBTEIR~,S 6 PILING
2,836
9.3%

ICE 2,114
6.9%

~
t

II

ALL OTHER
5,743 18.8~

- - L CANNE

D GOODS OYSTER

- 1,385SHELL

4.5%-J 68 1 2.

2%

-

~sA~-3e~-1.3l COAL 499 1.64

LOCAL-1 ,863 - 0.3,%
SEA FOOD 79"2 42.~%

PE TROLEUM PRODUCTS
673 36.1%

ICE

372

20.0;t

It

ALL OTHER- 2 6 -1.4:: _;

~=============~ ==-=====================~~~~
PLATE II

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D

EQUIDISTA NT (AIR LINE) LINES
a BETWEEN GEORGIA A-DJACENT PORTS

N 0 RTH

e(H I CKA~AlJGA

CAROLINA
.....---- -- . - . --.
'\.

(

A L HAL LA

T OCC~ .. ,

ANDERSON

MT. A I RV'.

OGAINE~YIL L ( \ \

ELBERTON\

eAC.W..)R TH

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AJo~TA

\___CAROLINA LII-K.OUf~O~\ \
~,\A IKEN

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:! \ NEW>Ju. ,1511lJ\"'"

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-~i!>AfVlWELL

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e

~OLDK UPOS NT TO-~ =2:.

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i0h-4ASIIIL --

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OJASPt.N....,

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GREENVILLE. _

; 'J

K$0 NVlLLE ..J

F

L

0

R

I ' 0 lA I

~

TR IBUTA~Y ARE A

DOMESTIC FIRST CLASS RATES

PLATE 12

.. --:--IIO~Ha;:o~r:;;_~..
. i
\ i
\_.
(
t'
\.. ....
'\
'--~i---
i i -('--~--ti

; I

o,,,.,,,t,u. -------

i i
i

~grlrultural nnb llnbustrial !Btbtlopmrnt ~oarb of ~rorgia

NOTE:THIS ,..AP SHOULD BE USED ONL)' IN CONJUCTON WITH TEX"T:

TRIBUTARY AND COMPETITIVE AREAS Of PORT GROUPS EASTERN UNITED STATES
FREDERIC R. HARRIS INC

LEGEND
(AI TERRITORY TRIBUTARY TO SOUTH ATLANTIC AND FLORIDA PORTS.
(B)TERRITORY TRIBUTARY TO NORTH ATLANTIC PORTS.
(C)TERRITORY TRIBUTARY TO GULF PORTS.
(D)TERRITORY TRIBUTARY TO TE XA S PORTS.
(ElTERRITORY COMPETITIV.E AMONG SOUTH ATLANTIC AND FLORIDA PORTS, ON THE ONE HAND, AND GULF PORTS ON THE OTHER.
(F)TERRI T ORY COMPETITIVE AMONG
~~~T~AA~L~~~~~OPAgR~~~;NsD ~ ~~
GULF PORTS.
(G) CENTRAL FREIGHT ASSOCIATION TERRITORY COMPETITIVE AMONG THE NORTH ATLANTIC PORTS THE SOUTH ATLANTIC PORTS AND THE GULF PORTS. SOUTH ATLANTIC PORT COMPETITION VARIES FROM , THE HA MP TON ROAD PORTS, ON THE EAST, TO THE GULF PORTS ON THE WEST OF THIS AREA SEE TEXT AND RATE TABLES.
TERRITORY COMPETITIVE AMONG THE SOUTHERN RANGE OF THE NORTH ATLANTIC PORTS THE SOUTH ATi:ANTIC PORTS, AN(' THE GULF PORTS

I'

U F

J[

,.; / '7\7~

//f-(~ ';
'"/...- . ; l

,/ /

:(f
"": :

I i

~ -~ ~~;~~~:~,~~:~::F:; ;~E~::,~~~P.!:;~.

~~~=;~~~~:t ~~~,~~~:~ :~~-P~:f~~~;t~~

~ -~~,~~~~;t:E.~.~:F~: ~-~;~~?L~~i~:~;~.

~~~~:~~t~~~t~~~~~~: ~~~~ ~;f~ ~~~:~;~!s 1~.

~-~~~~~:~:t?~l:;.:_~J/~:~~~~~:~~~ ~;!~:

. o: ~- =~-~ : .:.: :.e.:~ ;l ~ .-.: . ....J.~.

.:::-o ~;J }.).

PLATE 14

SCALE

~
'0J}

cl g;ncul!m'ol\;'l nb Jl nolbuerftonr.glll~rlJrto~mnll ltlo,ub

THE PORT OF BRUNSWICK

WAT ER FRONT PROPERTY

FREOER~EC R. HARRIS INC

W VORl<



LEGEND
~ RAILWAY PASSINGER STATIONS
fBI CUSTOM HOUSE
fll'iij ~~tsiA&R~T~~~~l'1~t-TRAOE
=~ ~~Ert~ la~~ TERMINALSFIS>i PACKING PLANTS
Ill NAVAL STORES '
DRY DOCKS
* STORAGE WAREHOUSES
s BUNKER COAL OIL HANDLING PLANTS
-- LUMBER HANDLING MARINE REPAIR PLANTS
~ MARINE RAILWAYS

~OTE.'.
"T A \C. I!. N FROM MA~ UJ PORT S'E~ES NO.lO (REVISED 1940) FO;t..TioU! PORTS OF ~AVAJo.IJAH AND ..
!:>RUN SWICK G,A.. PR-!!PAFt..E 0 &"1 THE ~D OF l!NGIU FOR Rl VE!ii.S AND HAit.&OJ.S WA"-. D!.PA~"T ME 1-1 T ANO Ul-UTEO ~TATE$ MAIUTlME COMM~SSLO~ .
~
~......__-__,
?::J

=~

X

NO. I
B U Z Z A R o'
ISLAND

F'LA.

LIST OF PIERS, WHARVES AND DOCKS

I

J. A. JONES SHIPYARD

2

J. A. JONES SHIPYARD

3

GEORGIA CREOSOTING CO. WHARF

4

GEORGIA CREOSOTING CO. WHARF

l

5

BRUNSWICK MARINE C_ONSTRUCTION CO. WHARF '

6

COLONIAL OIL CO. WHARF

7

SOUTH ATLANTIC MARINE CO. PIER

8

KING SHRIMP CO. PIER

9

MUTUAL SHRIMP CO. ET AL PIER

10

UNION SHRIMP CO. PIER

II

a WHARTON MIDGET WHARTON PIER

12

BRUNSWICK FISHERIES PIER

13

TEXAS CO. PIER

14

GULF OIL CORPORATION PIER

15

CONEY a PARKER CO. WHARF

16

SOUTHERN RAILWAY DOCK

17

DOWNING WHARF

18

CITY DOCK

19

DOWNING WHARF

20 ATLANTIC COAST LINE DOCK

21

a BRUNSWICK PULP PAPER CO. PIER

22

ATLANTIC REFINING CO. PIER

23

HERCULES POWDER CO. LANDING

24

a GEORGIA VENEER PACKAGE CO. LANDING

25

GLYNN CANNING CO. WHARF

1000

SCALE IN FEET

0

1000 2000

3000

~gricultural anb Jlnbustriaj larbrlopmrnt JSoarb of ttProrgia
THE PORT OF BRUNSWICK
PORT FACILITIES
FREDERIC R. HARRIS INC. NEW YORK PLATE 16

_ M.H.W.EL.+8.0 M .L.W. EL.O.O

SECTION B-8

SCALE IN FEET

0 10 20 :30 '

60

RAILROAD TRACKS

PAVED ROADWAY

i
0
<5
0::
0 UJ
~

~
.. AREA ~
" z
0
3

TRANSIT SHED

PAVED ROA DWAY K

I' 2 STORY
WAREtJOUSE

i

Af'ID

I

COLD STOF AGE

COASTWISE TRANSIT" SHED

PLAN

SCALE IN FEET 0 50 100

200

I

rf][[]

ELtii.O

RAILROAD TRACKS

PAVED ROADWAY

r----------------~

--.:::.-~

FUTURE WAREHOUSE

~:;:.::-

STORAGE YARD

I 1
_L_

_

__

_

_

_

_

_

_

_

_

_

_

_

_

_j

__

,

(J CJ D I[) !(]

'----------~4m- ~.~~~t~1==~t+~~t*~~t*~==~- ~~-~~~- ~~

' PAVED - . RAIL ROAD TRACKS

PA V ED

ROADWAY

ROADWAY

SECTION A-A

SCALE IN FEET

0 10 20 30

60

lw--ol;;;)-..!

I

~gricultural anb 1Jnbu.strial nltbtlopment jbloarb of ~torgia
THE PORT OF BRUNSWICK
PROPOSED TERMINAL
FREDERIC R. HARRIS, INC. NEW YORK
PLATE 17

---..........

llfltllltural anb Jnbutrud latbtlopment Jlloarb
of rorcri4
THE PORT OF BRUNSWICK
PROPOSED TERMINAL
PERSPECTIVE VIEW
FREDERIC R. HARRIS INC. NEW YORK PLATE IS

(/)
z co
I

c
<: .:::>
0
(/)
/-....:
f./)
2lrruultural anb 3nbutStnal ~tbtlopmtnt ~oarb of e}ror!lta
THE PORT OF BRUNSWICK
PROPERTY OWNERSHIP AT SITE NO. 3
FREDERIC R. HARRIS INC. NEW YORK
,_PLATE 19

11{lricul!uralanb Jnbustnal i)rbrlopmtnt l'oarb ut ~ror!(ia
THE PORT OF BRUNSWICK
PROPOSED INDUSTRIAL SITE-LAYOUT
FREDERIC R. HARRiS INC.
NEW YORK PLATE 19A

450,000
400,000
350,000
300,000
250,000
;:: a:
0
~ 200,000
(/)
z
0 >-
150,000
100,000
50,000

~
.
\'
~
I~ \\ '\ ~

TONNAGE TREND
I
CURVE OF M!AN TONNAGE
f\

NOTE: GRAPH OF TONNAGE TREND IS PLOTTED FROM DATA PUBLISHED IN PORT SERIES NO. 10 AND IS IN CONNECTION WITH FOREIGN, COASTWISE AND INTERNAL TRADE. THE TRAFFIC IN PETROLEUM AND ITS PRODUCTS, LOGS, CROSS TIES, POLES AND PILING IS NOT INCLUDED.
--- ---- -- -- ESTIMATED FUTURE TONNAGE THROUGH STATE TERMINAL""/,.-
,. ... ,. ,. ,. ,.... ' ,. ,. ,. ...
_..;
.;

~

---- /_ ~ "\ ~

\

i "\ \
I "

0

I

1928 1930

1935

l\940

1945

1950

1955

1960

1965

---- ----
1970

---- ---
1975

---------
1980

----
IQA5

TONNAGE DATA BTWEEN 1939 AND 1944 NOT OBTAINABLE, BUT PRIVATE SOURCES ESTIMATE DOWNWARD TRENI>.

~grirultural anb 3Jnbustrial lltbtlopmrnt jjoarb of ~torgia

THE PORT OF BRUNSWICK
TONNAGE THROUGH THE PORT
PAST TONNAGE & FUTURE ESTIMATE
FREDERIC R. HARRIS INC. NEW YORK
PLATE 20

FROM APPENDIX 1- ICC

DOCKET NO. 28310

INTER STATE APPLICATION OF MAJOR CL ASSIFI CATIONS INTRA-AND IN TE RRITORIALLY

..._OFFICIAL CLASSIFICATION .,._.._SOUTHERN CLASSIFICATION --WESTERN CLASSIFICATION
PLATE 21