The port of Savannah, a report to the Agricultural and Industrial Development Board of Georgia, August 9, 1945

THE PORT OF SAVANNAH
A REPORT TO THE
Agricultural and Industrial Development Board Of Georgia
FREDERIC R. HARRIS, INC. Consulting Engineers New York August 9, 1945

Copyright, 1945 FREDERICK R. HARRIS, INC.
II

NEW .JERSEY OFFICE 33 NORTH tsROAD STREET
ELIZAISETH

FREDERIC R. HARRIS. INC.
CONSULTING ENGINEERS
27 WILLIAM STREET NEW YORK 5, N.Y.

TEl.EPHONE HANOVER 2-088Cl CABl.E AOORESS-HARKOB

August 91 1945

Agricultural aad Industrial DeTelopment Board of Georgia Judge Blanton Fortson, Chairman Athens, Georgia

lfe take pleasure in handing 7011 herewith our report on
tbe_Port ot Sa.Tannah.
It bas been a pleasure to work with the mbers of -your Board.
Yerr truly yours

Ill

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
Government Panel
Ivan Anen, Chairman Walter R. McDonald Charles B. Gramling
Industry Panel
Wiley L. Moore Charles L. Bowden Edward Stevens

Education Panel
M.D. Collins, Chairman Mrs. Frank C. David Wilson Williams
Health Panel
T. F. Abercrombie, Chairman M. King Tucker Blanton Fortson
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

lV

A~KNO"'~"LEDGMENT

It would be difficult to make individual acknowl:ldgment 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 the members of the Agricultural and Industrial Department Board of Georgia, to the members of the Port Authorities of the City and State, and to public officials and citizens; 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.
The major portion of Section VI 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 have given us helpful advice on the intricate matter of freight rates.

v

FOREWORD

As an indication of the commercial situation of a city, trading area maps are commonly used. Such maps are made by taking the city as a center and striking circles with radii of 100 miles, 200 miles, etc., and indicating the area and population included within such circles. If we take Atlanta, for example, and strike a circle of a 200-mile radius, we include an area of 126,000 square miles containing natural resources, industry and population. On the other hand, if we do the same for a coastal city such as Savannah, we include only half of an area of similar character. The remaining half of the circle is ocean.
It is not at a disadvantage, however, 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 advantage, 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 foreign markets, special inland carrier rates are granted which are lower than the transportation for the same distances within the interior of the continent.
An ocean commerce requires ships, and ships will go to any port provided there is cargo. For this cargo, they are dependent on the inland carriers, principally the railroads, and likewise, the railroads are dependent on ocean carriers as an outlet for the freight they carry. For this reason, the great American seaports have been built up in the past largely by the railroads. Very few of such ports, if any, depend on local cargo. A large part of their commerce is derived from shipments to and from the interior of the continent. Commerce cannot be developed through any given port without effective railroad interest in routing shipments through that port. This will require the coordinated effort of the entire community.
The coastwise trade of Savannah is evidence of railroad interest. Here is a commerce which is increasing, is varied in character, and extends from

Boston to Denver, less than half of which can be considered local in character. On the other hand, the foreign commerce of Savannah is declining and is nearly entirely local in character. Savannah developed as a foreign trade port on the basis of cotton, a local product, and with the decline of the cotton export trade, no interior foreign commerce of any consequence developed. It is our belief that this was due to the lack of any organization having the interest in and the means of developing such commerce. The existing Port Authority had no adequate facilities of its own to offer to carriers, and the one railroad trunk line leading to the Middle West was involved in a tidewater terminal agreement which is not believed to be conducive to the effective solicitation of export-import freight in that area.
In 1905, Savannah was the principal South Atlantic port. It handled more export business, for example, than all of the South Atlantic ports together, plus the Hampton Roads ports. True, this was largely due to cotton. Nevertheless, today, with the execption of a public terminal which is necessary for control of the situation, all of the physical means exist for the development of a foreign commerce which could approach in volume that of 40 years ago. It is a question of organization and solicitation.
In 1921, C. H. Kittrell and his associates proposed a State Port at Savannah and engaged engineers to write a report thereon. Due to the commercial factors involved, no further development took place and traffic which might have gone to Savannah was diverted to other ports. It is more difficult today to obtain this trade than it would have been in 1921. It will be more difficult in 1970 than it is today.
This report is a study of the possibility of increasing the commerce of Savannah by means of taking advantage of its full tributary area, which it must do in competition with other ports, and as well, discusses the industrial expansion of the local area which provides a basic commerce which will come to the Port naturally if the competitive effort in the Middle West is successful.

VI

CONTENTS

Page
THE PORT 0 F SAVANNAH-SUMMARY------------------------------------------------------------------------------------------------ 1
SECTION I. LOCATION AND COMMUNICATIONS____________________________________________________________________________ 5 Orientation and Geography________________________---------------------------------------------------------------------------------- 5 SRaavilarnonadah SeHrviacer_b_o__r_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_____________ 87 Highways______________________________________________________ --------------------------------------------------------------------------------- 12 Communications Between Savannah and Atlanta________________________________________________________________ 12 Inland Waterways__________________________________________________________________________________________________________________________ 13

SECTION II. COMMERCE THROUGH THE PORT_________________________________________________________________ ------------- 15 CCoommmmeerrccee ooff tShaveannaGh_e__o__r__g_i__a___D_is_t_r_i_c_t_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_--_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_~_-_-_- 2145

SECT!0 N III. FREIGHT RATES___________ ------------------------------------------------------------------------------------------------- 27

Local Freight Rates____________________________________----------------------------------------------------------------------------______ 27

OExcepaonrtRaatens__d___I__m___p__o__r__t__R___a__t_e__s___t_o___t__h__e___I_n__t_e_r_i_o_r_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_

3~
41

Coastwise Freight Rates____________________________------------------------------------------------------------------------------ ____ 42 Intercoastal Rates__________________________________________________________________________________________________________________________ 48

Grain and Cotton________________________________________ --------------------------------~--------------------------------------------_____ 48 Switching Charges at Savannah _____________ ----------------------------------------------------------------------------- _____ 49

SECTION IV. REASON FOR DECLINE OF PORT OF SAVANNAH______________________________________________ 51

SECT!0 N V. THE PROPOSED TERMINAL._______ --------------------------------------------------------------------_____________ 52 Existing Facilities-Need for State TerminaL__________________________________________________________________ --- 52 Terminal Sites_____________________________________________----------------------------------------------------------------------------------- 58 Estimated Cost of Construction__________________________________________________________________________________________________ 60
Estimate of Future Traffic________________________ -----------------------------------------------------------------------------_____ 62 Terminal Operating Costs____________ ----------------------------------------------------------------------------------------------- 64 Revenue and Results of Operation____________-----------------------------------------------------------------------___________ 66 Benefits from the Port_________________________________________________________________________________________:________________________ 69
SECTION VI. LOCAL INDUSTRIAL DEVELOPMENT____________________________________________________________________ 71
Opportunities for lndustrial Expansion____---------------------------------------------------------------------------------- 71 The Effect of Industrial Development upon Port Traffic____________________________________________________ 72 Industrial Survey of Savannah___ ------------------------------------------------------------------------------------------_____ 72
Services for the Community______________-------------------------------------------------------------------------------___ 73 Water-------------------------------------- _______ ---------------------------------------------------------------------_____________ 73 Sewage Disposal___________________________----------------------------------------------------------------------0 ----------- 73 Hospital Needs_____________________________ ---------------------------------------------------------------------------------- 73 Recreation_____________________________________ ------------------------------------------------------------------------------ ___ 74 Housing--------------------------------------------------------------------------------------------------------------------------- 74 Education_______________________________________-------------------------------------------------------------------------------- 74
Expansion of Present Industries_______ ---------------------------------------------------------------------------------- 74 Employment and Volume of Business___________________________________________________ -------------------- 74 Post-War Prospects______________________________________________________________________________________________________ 74
Buying and lnvesthig Power------------------------------------------------------------------------------------- 75 Present Industries________________________---------------------------------------------------------------------------------- 75 Forest Products_____________-----------------------------------------------------------------------------------______________ 75 Paper Bags__________________________________ --------------------------------------------------------------------- _____________ 76 Steel and Iron______________________________--------------------------------------------------------------------------------- 76 Wire Products______________________________----------------------------------------------------------"----------------------- 76

VII

CONTENTS (Continued)
Asphalt Products________________________________________________---------------------------------------------_____________ 77 Beverages________________________ -------------- ___.________----------------------------------------------------------------------- 77 Sugar---------------------------------------------- ___._____________ ----------------------------------------------------------------- 77 Shipbuilding__________________________________ ______________________________________________----------------------------------- 77 Fisheries_______________________________________________ --------------------------------------------------------------------------- 77 Fertilizer--------------------------------------- ____________ ---------------------------------------------------------------------- 77 New Industries___________________________________________________________ ------------------------------------------------------ 78 Pulp and Paper____________________________________ --------------------------------------------------------------___________ 78 Naval Stores End Products_____________ -------------------------------------------------------------------------- 79 Woodworking Plants__________________ __ ________ ------------------------------------------------------------------ 79 Clay Products______________________________________________________---------------------------------------------------------- 80 Building Materials and Furnishings _--------------------------------------------- ________________________ 80 Quick-Freezing and Cold Storage Plants_________________________ ----------------------------------- 80 Meat Paeking-------------------------------- __________________--------------------------------------------------------------- 81 Trunks, Suiteases and Bags_____________________________________--------------------------------------------------- 81 Asphalted-Felt-Base Floor Covering________________________ ____________________ _______________ ______________ 81 Canning_________________________________________ ----------------------------------------------------------------------------------- 82 Soap________________________________________________ ________________________________ _______________________________________________ ___ 82 Tobacco Products________________________ ___________________ ------------------------------------------------______________ 82 Alurninurn Utensils______________________ ---------------------------------------------------------------------___________ __ 82 Electrical Appliances_______________.-------------------------------------------------------------------_______________ 82 Import of Ores and Metals_________________________ ----------------------------------------------------------------- 82 Petroleurn Products____________________ ---------------------------------------------------------------------------------- 83 Agricultural lmplements__________________________________ ------------------------------------------------- __________ 83 Automotive Assembly________________ ---------------------------------------------------------------------------------- 83 Aircraft____________.____________________________________________------------------------------------------------------------------ 83 Army Service Forces Depot________ ----------------------------------------------------------------------------- __ ___ 83 Potential Growth of Industries Recommended for Savannah_____________________________________________ 84 Over-all Program for Action______________________________________________________________________________________________________ 84 Exhibit 1-The Port of New York Auth ority---------------------------------------------------- _____________________ 86 Exhibit 11-Bush Terminal Buildings Company------------------------------------------------------______________ 86 Exhibit III-Taxes, 1944__________________________ --------------------------------------------------------------------------------- 87 Exhibit IV-Expansion of Gulf Ports________________________________________________________________________________________ 88 Extended Comment on Forest Industries__________________________________________________________________________________ 90 City Planning-------------------------------------------------------------------------------------------------------------------------------- 90 SECTION VII. OPPORTUNITIES FOR TRADE WITH LATIN AMERICA___________________________________ 91
SECTI0 N VIII. A FREE PORT------------------------------------------------------------------------------------------------------------------ 93 SECTION IX. MANAGEMENT AND SOLICITATION________________ ---------------------------------------------------- 95 APPENDIX A. FREIGHT RATE FACTORS__________________________________________________________________________________________ 98
APPENDIX B. INTERSTATE COMMERCE COMMISSION CLASS RATE DECISION OF MAY 15, 1945-------------------------------------------------------------------------------------------------------------------- 104
APPENDIX C. GEORGIA'S DEFICIENCY INDUSTRIES________________________________________________ ------------------- 106
APPENDIX D. THE REHABILITATION OF GEORGIA'S FOREST RESOURCE__________________~----- 123 APPENDIX E. LEGISLATIVE ACTS CREATING PORT AUTHORITIES______________________________________ 125
VIII

TABLES

~~

TI~

~

1 Rail and Water Distances ~~~~~~~~~~~~~~~-------~~---~---~----- --~--~~~~~~~-~~~~-~~-~~---------~--~----------------~~~~~~~-~--------------

6

2 Exports and Imports of Georgia and Competitive Customs Districts-Dollar Value~~-----~-~---- 16

3 Exports and Imports-Georgia and Competitive Customs Districts-

Thousand Doliar VoIurne---~-~--~---- _______________ ~----------------------------------~----------~~-------~----------------------~. __ 19

4 Water-Borne Foreign Commerce 1938____________ -~-~-~~-------~-~~~-~~~~~---~-~----------------------~-----~--------------------- 20

5 Water-Borne Foreign Commerce 1940------------~-~~~-------------~-----~----------~------------------~~-------------- ____________ 22

6 Summary of Water-Borne Commerce at Savannah 1929-1939~-~~~----~-~---~-~---------------~----~--------------- 25

7 Commodity Rates Related to Class Rates________ ---------------------~-----~-------~---------~-------------------------------~---- 28

8 Local Commodity Rates for Export and Import-~--~-~~-~~-~~~~--~--~----~--~--~-----------------~--~--~-------------------- 32

9 Import and Export Rates of 1937----~--------------- ~-~-~~~-~-~----------------~-----------~--~-~--~~-~-~~---~~------~---------~~---- 34

10 Import and Export Rates of 1940--------------------~--~-~-------------~-----------------~----~-----~--~--------------~------------- __ 37

11 Import and Export Rates from and to Western Trunk Line TerritorY----~----~----~~-~-------~-~------~-- 39

12 Coastwise Rates___________________________ ~--------------------~----~-~------------------~~----~---------~------------~----~--------------------~-- 43

13 Coastwise Rates (continued) -----~--------------------~-~-------~----~~-------~~----~--~-~--~~-------------~-~-~--~~-~-~--~----~------. ___ 44

14 Survey of Wharf Facilities________________________________ ------~-~----~--~---~-~--~-~-----------~----------~------------------------------ 53

15 Survey of Warehouse F acilities________ ---------~-------------------------------------------------------------------------------~ _____ ~-- 55

16 U. S. Army Engineers' Estimate of Future Tonnage_~~--~-~-~-~-----~-~--~--~-----------------------------~--------~--- 63

17 Schedule of Payments of Principal and Interest~----~----~--~----~~---------------------~-----------~------------~---------- 65

18 Estimated Results of Operation~-----~-------------~--~-~--~--------------------------------~---------------------------_____________ 67

19 Estimated Results of Operation With and Without a 50% GranL________________~-~~------~--~-~------------ 68

20 Employment and Volume of Business____________ ~-~--~-~--~-~~-~-------~~---------~~--~------------------~------------------------ 75

21 Buying and Investing Power~-------------~-------------~-------------------~-~--------~--~----------------~------------------------------ 75

22 Potential Growth of the Household Furniture Industry in Georgia~-------~---------~~------------~------~---- 84

23 Potential Growth of Some of the Industries Recommended for Savannah~~----~----~----~----------------- 85

IX

PLATES
(Following Page 135 in the following order.)
1 Atlantic Area 2 Trade Routes 3 General Agricultural and Commercial Areas 4, 4A Railroads Serving Savannah 5 Trunk Lines Serving Gulf Ports 6 Trunk Lines Serving North Atlantic Ports 7 Connecting Highways 8 Intracoastal and Inland Waterways 9 Water-Borne Commerce-Tonnage and Valuation 10 Water-Borne Commerce-Tonnage Breakdown 11 Average Annual Commerce of Savannah 12 Exports-Tonage Trends 13 Imports-Tonnage Trends 14 Coastwise Shipments-Tonnage Trends 15 Coastwise Receipts-Tonnage Trends 16 Tributary Areas-Local 17 Tributary and Competitive Areas of Port Groups 18 Coastwise Rate Key Areas 19 Port Facilities 20 Water Front Property 21 Terminal Sites 22 Proposed Terminal 23 Proposed Terminal-Perspective View 24 Tonnage Through the Port 25 Freight Classification and Rate Territories
X

THE PORT OF SAVANNAH-- 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 nine sections. These sections are:

I. II. III. IV. V. VI. VII.
VIII. IX.

Location and Communications Commerce Through the Port Freight Rates Reason for Decline of Port of Savannah The Proposed Terminal Local Industrial Development Opportunities for Trade with Latin America A Free Port Management and Solicitation

Section I. Location and Communications
Savannah is well located geographically. Interior and ocean distances compare favorably with those of competing ports. It is approximately equidistant 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. The city is located near the mouth of the Savannah River, is readily accessible from the ocean 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 transportation connections. They are served by five railroads which cover the local area thoroughly. Of great importance is the Southern Railway System's substantial trunk-line connection to one of the richest agricultural and industrial sections of the country. Aggressive organization and solicitation should, in ten years, develop approximately 400,000 tons a year of export and import traffic to and from this area.' At present, however, the Southern Railway does not have its own terminals at Savannah. Under agreement with the Central of Georgia Railway, that road handles freight for the Southern in Savannah and particularly at waterside terminals. It is believed this agreement is hardly profitable to the Central of Georgia; and the Southern, in representing that it has tidewater terminals at Savannah, comes in conflict with the representations of the Central of Georgia. From the standpoint of freight solicitation, it is

believed the situation is hardly conducive to the effective direction of freight through the Port.

Steps should be taken to correct this condition.

As to highways, four main highways

pthasesiCngitythrios uwghellorctoenrnmeictnead~

ing there. In general, these highways have easy

grades which are definitely advantageous as com-

pared to the rolling grades of interior routes as

affecting the economy of motor truck transporta-

tion.

Savannah is well located on the intracoastal waterway which serves as an economical means
oanf dtritasnslopcoarttionproinncitphaellSyavfaonr nabhulRk ivceormims oadtitpirees~
sent advantageous in that shipments via this river take a rail-water differential. Navigation on this river should be expanded to provide yearround service to Augusta. This added service will be of material assistance in the development

of the river basin which contains a population of

about 900,000 people.

'

It is important that one-business-day air service be developed between Savannah and Atlanta.

Section II. Commerce Through the Port
Georgia ports are not getting their share of the export-import traffic. They handled only between 5 and 6% of the total exports and imports whic~ 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 continents followed in descending order: Europe, North America, South America, Oceania, and Africa.
. The commerce passing through Savannah has, m general, shown a rising trend. This has been due to the coastwise trade which over the years reviewed has been substantial in amount and increasing. The foreign commerce of Savannah has, however, declined and is characterized by traffic consisting of raw materials produced and consumed in the local area. Trade with localities outside of the local area is needed.

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 foreign commerce. Local freight

l

rates are reasonable both as to cost and distance as compared to those of competing ports. Advantage has not been taken of the railroad export and import rates which exist between the Port and the Middle West, particularly the western part of Central Freight Association Territory. Savannah, 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 or better than 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. The coastwise freight rate structure is favorable as is evidenced by the continually increasing commerce of this type through the Port. Sixty per cent of this commerce originates or is destined to points outside the State of Georgia and moves through the Port from points as widely separated as Boston and Denver. Intercoastal rates are on a parity with those of competing ports and are favorable as is evidenced by the rising character of this commerce, which is important on account of its future possibilities.
There is no special grain rate through the Port, but owing to the present trend of this traffic, this is not considered important. It would be adjusted immediately upon the development of any tendency to move grain through South Atlantic ports. The decline of cotton shipments through the Port has not been caused by an unfavorable freight rate situation.
Charges for switching at the Port appear reasonable but present the usual situation existing at a port having competing- railroads owning their own terminals. Access to waterside terminals on the same basis for all carriers appears to be a necessity for the growth of the Port.
Section IV. Reason for Decline of Port of Savannah
The decline of trade through the Port of Savannah is in its foreign commerce. The decline appears to be due to a lack of an effective organization having both the interest in and the means for developing foreign commerce through the Port by extending its sphere into competitive territory. It appears to be a situation that is within the ability of the Port interests to correct.
Section V. The Proposed Terminal Savannah has at present about 15,600 feet of
developed waterfront, with approximately 51 wharves and piers. The wharves and piers are owned and operated principally by the railroad

and private interests with the city operating a small part. The wharves of the private industries are generally in good condition. Some of the other wharves are in a state of disrepair. The railroad terminals, with the exception of part of those owned by the Central of Georgia, are fitted only to a minor degree for efficient handling of general cargo. It may be argued that the existing facilities, if placed in order, could handle all of the cargo that may be expected to pass through the Port. It is considered that this argument is without force because of the difficulty of organizing and controlling so many private and diverse interests.
The State should build its own terminal at a convenient site, one preferably offering a large area for the establishment of industrial plants. The terminal should have, as a minimum, berth ing space for five large cargo ships, adequate tran~ sit sheds, wharves, storage yards, highway and railroad facilities, including a belt line. There should also be room for expansion when it becomes necessary. Three sites have been considered for the location of the terminal. The most favorable site appears to be the Port Authority of Savannah property between the Standard Oil tract and South Channel, which is nearest to the ocean, has at present over 6,000 feet of waterfront, and shoul~, in the future, if the channel be relocated, have an additional 6,000 feet as well.
A terminal with berths for five ocean-going ships, four transit sheds, two warehouses, highway and track facilities and other equipment at this site is estimated to cost $8,000,000. A cold storage plant is recommended at an additional cost of $500,000 if funds are available. The initial plan does not contemplate the construction of coastwise berths but allows for their future construction as they become necessary.
The basis of determining the financial outlook of such a terminal is the estimated traffic that will pass through it. Estimates of this traffic are necessarily largely speculative. The determining factors are rates, speed and frequency of carrier service, inter-railroad relationship, zeal of soliciting forces (particularly in the interior), prejudices on the part of shippers and other similar factors common to a commercial enterpri51e. With proper organization and solicitation, which is emphasized, it should be possible to obtain a tonnage through the terminal which could be built up to approximately 1,600,000 tons 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 petroleum which is

2

a commodity subject to special controlling condi-

tions. Practically no ports are self-liquidating, and it

is not to be expected that the terminal at Savan-

nah will be. It is estimated that the average an-

nual expense of operating the terminal will be

approximately $1,700,000 per year, and that the

average annual deficit will be $230,000. If a grant

of 50% were received from some public source,

the terminal could be expected to pay operation

costs and debt charges and show an annual profit

after the 26th year. Without a grant, the deflict

woUld amount to about 3% of the invested capital.

Even if an allowance of approixmately $100,000

a year were made for widespread solicitation as is

recommended, the deficit woud amount to little

more than 4% of the investment.

'

This is a favorable showing as an average of

the principal public and privately-owned terminals

in the United States and Canada indicates an an-

nual deficit averaging 51;2%. A terminal or a port

produces benefits that are principally indirect.

These indirect advantages are trade opportunities

for not only the immediate locality, but for the

whole surrounding area. General industrial de-

velopment is facilitated and exploitation of poten-

tial industrial possibilities is made more practic-

able. At 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 VI. Local Industrial Development
Among the indirect benefits, the construction of a public terminal at Savannah should accelerate the development of new industries in th,e vicinity. Following the development of a state terminal at Mobile, ten large industries located in the vicinity of the terminal. Greater opportunities are present at Savannah. Both state and local industries will make important contributions to the traffic which would be handled by the terminal. 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% in that year, 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 inevitably an increment for export and an increased consumption of imported articles.

Savannah has long been an industrial and com-

mercial center in which many types of business

are reprsented. With the improved shipping facili-

ties which the terminal will give, and the extended

markets which may be expected to follow, the in-

dustries of the region can be expanded either by

increasing the size of present plants or by adding

new ones. The buying and investing power in the

City has increased nearly 400% since 1941 which

may provide a local source of capital. In consider-

ing the development of industry, the effect of com-

munity services such as water and sewers, hospi-

tals and schools, housing and recreation, should

not be overlooked as attractions, and present ef-

forts in this direction should be continued and

expanded.

The State markets for selected new industries

which could be located in Savannah could be in

excess of $200,000,000 annually. A variety of in-

dustries is indicated ranging from agricultural

implements to wood products. The latter is con-

sidered important in its relation to the principal

natural resource of the State of Georgia-its

forests. These have a greater potential develop-

ment than exist at present, and because of their

effect on the Port, its interests should foster a

forest development program.

,

It appears essential that in connection with

plans for the terminal and port development a

general plan be provided which would include such

things as future development of public works,

community facilities, highway and railroad lay-

outs and zoning.

Section VII. 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 qf merchants in the Latin American market and the advantageous location of Savannah 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 VIII. A Free Port Past American experience in operation of free
ports has been under the abnormal conditions of

3

war, and is not of much aid in judging the future prospects for a free port at Savannah. It is essential for a free port to have a wide range of shipping connecting it with all parts of the world so that advantage can be taken of the wider distribution of finished product than raw material. It is also essential that a free port be located at a port of call, that is, one with a variety of cargo destined to various localities of the world. The foregoing as applied to Savannah indicates that development of a free port should be deferred until traffic to and from the interior has been developed.
Section IX. Management and Solicitation
In order for Savannah to extend its position as a port, three things are necessary: (1) proper terminal facilities accessible to all carriers on an equal basis, (2) effective interest of railroad connections to the Midwest, and (3) aggressive organization and solicitation. The first point has been discussed and will be effected by new terminal facilities and the establishment of a belt line. The second point largely depends on the provisions made in accordance with the first point. As to the third point, whatever else is done, it will still be necessary to bring cargo to the Port in order to have it develop. No matter how good and efficient the port facilities are, carriers will evidence no interest in the Port unless there is cargo to be carried.
Coincidental with the working out of the railroad situation having to do with connections to the Middle West, it is necessary to embark on an aggressive policy of solicitation to induce shippers to avail themselves of the Port of Savannah rather than some other port. Concurrent with the solicitation of cargo for Savannah, the local area and the State of Georgia should be advertised with a view to inducing industry to locate there.
To accomplish such work, a special, efficient and agrressive organization is needed. To head such an organization, a port manager who must be a business administrator of top grade is needed. 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, reconciling difficulties between carriers and conflicting port interests and getting them all to work together to obtain business. He should not, nevertheless, neglect the local problems and should direct his efforts, and those of his subordinates, to the end that the story of Savannah and Georgia is made known everywhere in order to attract new industries to locate in the City and the State. He would also actually manage the Port. Under the manager should be departments of Sales, having to do with the obtaining of business; Operations, having to do with the actual operation of the terminal and facilities; Traffic, having to do with the study of rates of carriers and matters pertaining thereto, a most important function; and Maintenance and Construction, having to do with the upkeep and expansion of the terminal. He should have the assistance of a competent general counsel not only to represent the Port in such legal action as becomes necessary but also to see that its case is properly presented to government authorities and who should, as it becomes necessary, direct the procurement of proper legislation.
The Port should have a district office in the East, preferably located in Boston, which office would also cover New York territory. This office is important as the staff would have to work closely in conjunction with the coastwise carriers terminating in the East. A branch office should be maintained in Chicago. This office is particularly important in that it not only would solicit foreign traffic in the Middle West but would also solicit traffic for the coastwise trade. At least two men from this office should be travelling solicitors. It is believed that local solicitation can be best done out of Atlanta for the reason that Atlanta is the financial center of the Southeast, and, in addition, provides ready access to all parts of the South.
The efforts of the solicitors should be backed by advertising in trade papers and newspapers.
All of the port personnel should realize that the business of the Port is world-wide.

4

SECTION I. LOCATION AND COMMUNICATIONS

Orientation and Geography
Savannah is well located geographically. Interior and ocean distances compare favorably with those of competing ports. It is approximately equidistant 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 provide facilities for the entrance of oceangoing vessels. The principal of these ports is
Savannah, a city having a population of 150,000,*
which is located. near the mouth of the Savannah River.
In considering the location of Savannah with reference to South America, Europe and Africa, it is only by use of a globe that the true relationships of location and distance are clear. As a next best substitute for this, we have included Plate 1, an orthographic projection map of the Atlantic area and surrounding continents. From this map it will be seen that the North Atlantic ports are nearer to Europe than are the South Atlantic or Gulf ports. The North and South Atlantic ports are approximately equidistant from South Africa and nearer to it than are the Gulf ports. The North and South Atlantic ports are nearly equidistant from the east coast of South America and nearer to it than are the Gulf ports, Cape Sao Roque being the determining point. The South Atlantic and Gulf ports are nearer than are the North Atlantic ports to the west coast of South America and to the west coast of North America, Panama being the determining point. The South Atlantic ports are nearer Europe and North Africa than are the Gulf ports. In so far as the Far East is concerned, as will be seen from the Mercator projection map of Plate 2, Savannah is nearer to it than are the North Atlantic ports and is about the
same distance from it as are the Gulf ports. Dif-
ferences between South Atlantic and Gulf ports
are too small to be significant in such long dis-
tances.
Savannah, located with respect to the United States, is shown on Plate 3. Comment on economic
1944 estimate.

areas only is necessary. By reference to this map, it will be seen that the northwestern half of the State of Georgia lies in the southeastern manufacturing area and that the remainer of the State is generally agricultural. It should also be noted that Savannah 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 manufacturing area and embracing a considerable portion of it, is an area which is known as Central Freight Association Territory. From the standpoint of commerce it is one of the most important areas in the United States. It, is located in a rich industrial and agricultural district and is the source of a large quantity of exported commodities, both raw and manufactured, and is an area of high consumption of imports. This area furnishes much of the traffic of the great ports of New York, Philadelphia, Baltimore and New Orleans as well.
Savannah, New York and New Orleans are approximately equidistant from the most western third of this territory.
Reference to the maps of Plate 3 and Plate 25 in Appendix A will indicate the geographical relationship of rail-rate areas to economic areas.
To have in mind the areas immediately adjacent to Savannah, reference should be made to the small maps of Plate 16, which indicate tributary areas. One of the small maps indicates equidistant lines between various ports adjacent to Savannah. 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.
Distance is an important factor in railroad freight rate-making. 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, principally those of competition, are often controlling. Ocean freight rates, however, frequently do not take varying

5

~ RAIL DISTANCJ:S FROM IMPORTANT SHIPI'IIiG CEIITERS, IN STA'l'UTE MILlS

'1'0

Savanr&h

Montroal , ............
Booton ...............
Jlew York
Buf!alo .............. Detroit .............. St. Louie ............
C'hicaco .............. Cleveland ............
Cincinnati ........... lcranton ...... llarriaburg ........... Pittaburgh ........... Baltimore ............ Bil'l'lingham ...........
lew Orleanl .-.....
Seattle .............. San francisco .. Louisville ........... lanoao Ci t7 .......... Cairo ................ Minneapo1il .......... Toledo ...............

----

--

1,2}2 1,077
1.t~
1,003
905 1,027 1,005
743 877 742 920 658 l!46
656 3,233 3,102
719
1,184 79
1,4~5 9 ~

Brunowic:k Charlea- Mobile ton

1,302 1,147
928 1,124 1,012
925 1,062 1,055
793 947 812 988 728 466 612 3,230 3.094 769 1,201 824 1,476
998

1,123
968
~~
990 920 1,015
9n9o2
768
633 811
549
476 802 3,248
3.117 707
1,198 809
1,423
932

1,6o8 1,462
1,230 1,229 1,044
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

Jackaon- New ville Orlean

)'ROM
Galveoton

Norfolk

Balti more

Philadelphi&

New York

1, 3~2

1,66o

1,216 I 1.577

984 1,345

1,193 1,281

1,019 1,096

975

718

1,097 1,104

930 1,098

841

836

. 1,016 1.377

881 1,204

1,057 1,147

797 1,158

435

355

,68 3. 86

2,918

3,014 2,446

817

787

1,220

868

854

566

1,517 1,306

1,052 1,038

1,916
1,996 1,764
1,583 1.352
864 1,148 1,4oo
1,157
1.796 1,661 1,476
1,577 774 419
2,827 2,173 1,169
829
709 1,313 1,295

734 579 347 580 831 1,005 952 638 667 4o3 268
503 184 764 1,090 3,150 3,223 731 1,283
999 1,389
779

574 1119 187 396 617 932 797 446
593 219 84 314
803 1,158 2,995 3,068
702 1,210
94o 1,205
559

~~
92 416 668
961 817 487 66o 164 104
349 95 89! 1,253 3,015 3,088 774 1,239
997 1,225
6o9

387 232
".396 648
1,053 909 579 751 134
~~
187
lJ~
J,l07 ),180
865 1,331 1,089 1,317
701

Booton
)30
232 498 750 1,217 1,033 681 943 ~66
28 673 419 1,222 1,577 3.231
3...........3.....0..........4 :

WATER DISTANCES TO IMPORTANT FOR.B:IGN PORTS IN N.WTIC.&L MIL.B:S l

foreign Porto

Savannah Brwuwiok Clulrlea-

-

ton

Mobile

Jacksonville

New . Orleana

GA.lvea-
ton

Houaton

Norfolk

Baltimore

l'hllaiel New J?hia York

Booton Montreal

0\

Amsterdam ............. 3o978 Antwerp ............... 3.907 Bor:leaux ............... 3.785 Jraen .. 4,14~ Buenoa Airel 5.85 Caloutta ......... ; .. 10,298 Copenhagen ............ 4,449

i:r1atobal .. , . 1,~63

0\l.racao 1,448

Genoa 4,542

Glasgow ... , , ....... 3.565
,u, Hamburg ............... 4,169
llabana ................ 6o6 !long ICong ............. 280

Le Havre ............. 3, 713

Liverpool .. .. .. .. .. .. 3,630

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

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

Maracaibo .... .. .... .. . 1,466

Maroe111e .. .. ...... ... h,J77

Mo,tevldeo ...... ...... 5, 74o Montraal .. .. .. .. .. .. .. ~.027

Osaki;............... ~,575

Rio de uaneiro .. .. .. .. ,753

Rotterdall .. .. .. .. .. .. ~,908

Santo ................ ,94o

Shanghai .............. 10,238

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

Stockholm ............. 4,758

S)'dnOl' ................ Tampico ............... Vancouver, B. C, ......
---- Iokohellla ., ............ --

9.4oo 1,439 5o638 9o387

3.993 3.946 3,809 4,188 5,848 10,~4o 4, 88 1,~ 1, 2 4,58~ 3.6o 4,458
567 11,017
3.776 3.698 3.901 11,018 1,443 4,418
5. 728 2,113 9.551 4, 746 ~,947
.945 10,176 10,675
4,76o
9.316 1,4oo 5,620
9.319

3.858 3,334 ~,684
,076 5,822 10,228 4,138
1,564 1,449 4,472 ~,492
~~
10,802 J,64o
3.557
16:~
1, 7 4,307
5.708 1,954 ~,576
.721
,.835 ,908
10,239 10,566 4,685 9,4o1
1,479
5.639 9,289

4,824
4,838 4,688
5,080 6,225
11,1~3
5.1 2 1.371 1,652
45,~76
5,100
t53 11,088 4,644 4,651
4,793 10,937 1,655
6,111 6,111
2,995
9,28~ ~,12
,839 5.311 10,046 11,1171
5,889 9,208
5.~
9.195

4,009
3.98' ~83
,227 5,841 10,381 4,527 1.516 1,397 4,624 ~,643
.747 528 10,754
3.839 3. 767 J,94o 10,906 1,419 4,459
5.717 2,198' 9.528 4,74o ~,986
.950 10,115 10,715
4,761
9.233 1,}61 5;6ol
9.251

4,915 4,938 4,769
5.133 6,287 11,186
5.433 1.390 1,680
5.430 4,519
5.153 602
10,628 4,697 4,614 4,846
10,780 1,629 5,265 6.17~ 3,04 9,4o2 ~,186
,!92
5.373 9.98~ 11,52
5.4o5 9,227
711 5.465 9,115

5.091 5.064 4,920
5.30~ 6,50 11,362
5.571 1,493
1, 797 5,6o6 4,679
5.329 769
11,210
4,873 4,790 5,069 11,059 1,810. 5,441
6.390 3.229 9o505 5.361 5,068
5.5118 10,168
11,700
5.581 9.~30
73 5.568 9,317

5,141 5,114 4,970 5.359 6,554 11,412 5,621 1,543 1,847
5.656 4.729 5.379
819 11,26o
4,923 4,s4o
5.119 11,109 1,86o
5.491 6,44o
3.279 9.~55 5. 11 5,118 5.598 10,218
11,750 5.631 9,380 523 5.618 9.367

3.598 3.574 3.427 3,816 5,824
9.978 4,116
1,779 1,609 4,222
3.232 3.836 . '~85 11, 96 3,380
3.297 3.529 11,345 1,682 4,057
5,710 1,650
~791 ,723
~636 ~10
10, 54 10,~16 4, 25 9,616 1,829
5.854 9o6o3

3. 719 3.695 3,548
3.914 5.945 10,009 4,237 1,901
1,~ 4, 3
3.353 3.957 1,107 11,618 3.~2 3. 18 3.650 11,467 1,804 4,178
5,331 1,774
~:~~
3.696 5.031 10,576 10,~7 4, 6
9.7~ 1.9 5.976 9.725

3.581 3.~57 3 10 3o773 5.918 9.961 4,099 1,946
1, 759 4,205
3.215 3.819 1,156 11,663
3.363 3.280 3,512 11,512
1,849 4,o4o
5.804 1,6o8 ~958
,817
3.558 5,003 10,621 10,299 4,4o8
9. 78~ 1,99 6,021
9.770

3438 3,414 ),267
3.656 5o871 9o818 3. 718 1,974 1.769 4,062
3o072 J,676 1,227 u,6o7 3,220
3ol37 3369 11,364 2,228
3897 5 757 1,459
~,.n98o6
~,415 .957
10.573 10,156
4,467
9o691 2,0~ 6;o
9.699

3,265 3.241 J,0~4 3.4 9 5.842 9,673 ),783 2,157 1,880
3,889 2,899 3.~3 1, 15 11,465 3,047 2,964
3.196 11,391
2,06o 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 2,698 3,223 2,472 11,584 2,963 2,785 3,112 11,46o 2,930 3.874 6.343
11,172 5.356 3.~
115,.759' 10,133
3o813 10,817 3.301
7.235 10,885

1 Shortest o.lBaal routeo ao ehown in table of dhtanceo between ports, iooued b;r 1\Ydrographio Office, U, S. Na\7. Nautic.il. miles flJIJ be convertd to otatute mileo,

approximatel)',_ b7 wlti'pl,ying b;r 1.15.

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.
Savannah 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 sometime 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 defined precisely from the standpoint of geography and basically indicates a traffic area.
Savannah Harbor
Savannah is located on the Savannah River, is readily accessible from the ocean and has ample and convenient space for docks and industries.
Savannah Harbor entrance is 75 miles south of the entrance to the port of Charleston, S. C., 70 miles north of the entrance to Brunswick Harbor, Ga., and 120 miles north of the mouth of St. Johns River, on which is the port of Jacksonville. It comprises the lower 22 miles of Savannah River and 7 miles of channel across the bar to the SO-foot contour in the ocean. The City of Savannah is located on the southern bank of the river 162 miles from the Atlantic Ocean. The main harbor, shown on Plate 19, comprises the total width of Savannah River and extends from the Standard Oil Co. terminals, 2% miles below the city, to the Atlantic Creosoting Co. terminals, 51!2 miles above the city.
The harbor is connected with Augusta, Ga:, by the Savannah River which is under improvement to a depth of 6 feet at low water; and with coastal cities to the north and south by the Intracoastal Waterway, which has an authorized depth of 12 feet.
The mean tidal range at the upper end of the harbor is 7.5 feet and at the lower end about 7.0 feet; while the extreme tidal ranges are about 10.5 and 11.0 feet, respectively.
The tidal currents between the training walls at the entrance have a mean velocity at the strength of the ebb current of 2.6 knots, and at Savannah the ebb current has a velocity of 2 ~ots. The fioodcurrent has a velocity of 1.6 knots m the lower part of the river and about 1.4 knots at Savannah. The currents set in the direction of the channel except at the ElJltrance near Tybee

Light, where the flood sets northwestward across the channel.
The usual anchorage for vessels is in Tybee Roads, about 2 miles eastward of Tybee Lighthouse and Tybee ,Island, adjacent to the Bloody Point sailing range. This anchorage is surrounded by shoals which lie off the entrance to Calibogue Sound and Savannah River, and can be entered either in the daytime or at night. The holding ground is good and the depth ranges from 17 to 27 feet. There is also an anchorage outside the bar near Tybee gas and whistling buoy with good holding ground and greater depth. Vessels rarely anchor in the river, as there is no room for large vessels to swing; but the mooring dolphins just above the mouth of South Channel and about 4 miles below Savannah may be used. For a map of the harbor entrance reference should be made to
United States Coast and Geodetic Chart 440.*
The weather is generally moderate. The channels in the harbor of Savannah are navigable throughout the year. The prevailing winds are southwesterly, but during the winter months they are northerly and westerly. No monsoon winds occur at this port. Regional storms, tropical, occur in July, August, September, and October, being most frequent during August and September. Fog is most prevalent from November to March. The mean annual precipitation is 47.5 inches. The daily mean minimum temperature is 58.5, and the daily mean maximum temperature is 75. o.
The only bridge across the channel is that of the Seaboard Air Line Railway, located about 2 miles above Savannah _and 19 miles from the mouth of the river. It is of bascule lift type with four spans. The width of the center spans is 116 feet and the lowest point of the supporting structure is 18 feet above mean low water and 10.6 feet above mean high water. This bridge has no closed period.
The orginal project for improvement of this section of the harbor was adopted by Congress May 18, 1826, and since that date several projects and modifications of projects have been adopted.
The existing project, authorized by the River and Harbor Acts of June 23, 1874, March 2, 1907, June 25, 1910, July 25, 1912, August 8, 1917, January 21, 1927, July 3, 1930, and August 80, 1935, provides for a channel 30 feet deep and 500 feet wide from the 30-foot contour in the ocean to
Note: The description of the harbor is taken from "Port Series No. 10," 1940 ed.
*Also insert map Plate 21

7

the old quarantine station, a distance of 10.2 miles ; thence 30 feet deep and generally 400 feet wide to the Seaboard Air Line Railway bridge, a distance of 16 miles; thence 26 feet deep and 300 feet wide to the foot of Kings Island, 1.3 miles; and thence 26 feet deep and 200 feet wide to the vicinity of the Atlantic Creosoting Co., 2.1 miles; a total length of 29.6 miles. The project further provides for:
(a) Enlargement of contracted portions of the channel and such enlargements of the channel as may be necessary to smooth out abrupt changes and for otherwise improving the hydraulic conditions with a view to reducing shoaling.
(b). A turning basin near the upper end of the harbor to be formed by widening the 26-foot channel to 600 feet for a length of 600 f~et and providing proper approaches.
(c) The maintenance of channels, anchorage basins, enlargements at Drakies Cut, Kings Island, West Broad and Barnard Streets, mooring dolphins near Fort Oglethorpe, and the existing training walls and jetties.
The existing project was completed during 1937. In April 1940 the controlling dimensions were as follows: For the 30-foot channel 29 feet over a wiath of 175 feet; and for the 26-foot channel 24.2 feet over a width of 125 feet.
The Chief of Engineers recommended in House Document No. 283, Seventy-Sixth Congress, first session, that the existing project be modified to provide for widening the present channel in the vicinity of the Atlantic Coast Line Railway terminals from 400 feet to a maximum of 550 feet for a length of 5,000 feet, and for deepening the present authorized channels and turning basin above the Seaboard Air Line Railway bridge from 26 to 30 feet at mean low water, with no change in width.
A glance at the map of the Savannah district is sufficient to show that there is ample area in the vicinity of the city suitable for industrial sites. Much of this is waterfront property. Most of these areas will require some earth fill to bring them to proper operating grade, as well as channel dredging. Based on the geology of the general area, ~he character of soundings shown on navigation charts and construction experience in Savannah, it is believed that foundations for industrial structures at these sites will not be unduly expensive. However, only borings or other subsoil explorations can determine this point conclusively. The sites on the city side of the river are more

convenient because of the ease of transportation to and from the city and from the standpoint of connection with utilities.
Savannah has ample ship repair facilities including a graving dock, an attraction to shipping as well as a necessity for a complete seaport.
Railroad Service
Savannah is served by five railroads: The Southern Railway System, the Atlantic Coast Line, the Seaboard Air Line, The Central of Georgia Railway and the Savannah and Atlanta Railway. These railroads connect with railroads to every section of the country. Of great importance is the Southern Railway System's substantial trunk line connection to one of the richest agricultural and industrial sections of the country. Aggressive organization and solicitation could divert approximately four hundred thousand tons a year of export and import traffic to and from this area.
At present, however, the Southern Railway does not have its own terminals at Savannah. Under agreement with the Central of Georgia Railway, that road handles freight for the Southern in Savannah and particularly at water terminals. It is believed that this agreement is hardly profitable to the Central of Georgia; and the Southern, in representing that it has tidewater terminals at Savannah, comes in conflict with the reprsentations of the Central of Georgia. From the standpoint of freight solicitations, it is believed the situation is hardly conducive to the effective direction of freight through the Port. Steps should be taken to correct this condition.
The railroads serving Savannah are shown on Plate 4 which shows the system maps of the five railroads. Of the five railroads, the Savannah and Atlanta is a local railroad running through the central part of the State of Georgia. The Seaboard Railway and Atlantic Coast Line Railroad run principally in north and south directions with local feeders from Georgia, Florida, Alabama, and South Carolina. These railroads, in so far as the Port of Savannah is concerned, are principally local feeders. The Atlantic Coast Line and the Seaboard are in competition with the coastwise services operating out of the port for traffic in a north and south direction.
The importance of railroad connections between the Port and the Middle West is emphasized. It is to be noted that the principal ports on the North Atlantic and Gulf Coasts have direct rail connections in the nature of trunk line or system

8

connections to Central Freight Association Territory. Reference to the system maps which follow (Plate 5) indicates that New Orleans from western Central Freight Association territory is served directly by the Illinois Central which covers Illinois thoroughly, and goes to Chicago, Indianapolis and Louisville. New Orleans is served also by the Louisville & Nashville which, while it goes n9 farther north than the Ohio River east of Evansville, cuts directly across Illinois from Evansville to St. Louis. North of this line, according to its official map, it has no particular feeders and depends on tke Chicago and Eastern Dlinois :for a line to Chicago. It has, however, aceess to nearly all non-tide-water railroads in this region. The Louisville & Nashville serves Mobile and Pensacola also.
. Two other illustrations are given-Baltimore 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 As.sociation Territory and cover it thoroughly. The other example 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.
Reference to railroads in line of connection between Central Freight Association Territory and Savannah, however, indicates that only two of the five railroads serving the port are in a position to secure the necessary traffic. They are the Central of Georgia Railway and the Southern Railway.
The Central of Georgia which has the principal waterside terminals at Savannah of any railroad leading to the west, goes no farther northwest than Chattanooga. It terminates also at Birmingham and Atlanta. Its connections from Atlanta to Chicago are made via the Louisville & Nashville to Cincinnati and thence via the Pennsylvania Railroad through Ft. Wayne. Its connections from Chattannooga to Chicago are made via the Nashville & Chattanooga to Nashville, the Louisville & Nashville to Evansville, and the Chicago & Eastern Illinois to Chicago. Its connections from Birmingham to Chicago are via the Illinois Central.

It is not in the interest of the Illinois Central to solicit freight for shipment through Savannah. Its natural course is to solicit freight for movement through New Orleans which gives it a longer haul over its own lines. The same applies to the Louisville & Nashville which, except for freight originating in Tennessee and Southern K:entucky, has a natural tendency to move freight to the Gulf ports in order to secure for itself a longer haul. Note that from Chattanooga to Chicago three different railroads are involved and from Atlanta to Chicago two railroads are involved. In fact, the Cincinnati connection taps territory that, in so far as rates are concerned, borders on territory tributary to the North Atlantic ports.
It is evident that there are difficulties in the way of obtaining business in Central Freight Association Territory for the Port of Savannah via the Central of Georgia system.
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 principally 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 lllinoi~ and Indiana such as the Chicago & Eastern lllinois, the Chicago & Alton, the Wabash, the Monon Route and others. With such feeders substantial trunk line connection to the Middle West is effected. On the other end it has lines to Charleston, Savannah,* Brunswick, Jacksonville, Mobile anct New Orleans, but at present it has no extensive waterfront terminal at any port. It would be advantageous to this raHroad to be able to claim Savannah as its principal seaport, as it is the only system reaching the Middle West that is in a position to do so and conversely, the location and tradition of Savannah provide a good base
for freight solicitation. Savannah is nearer to the Middle West than Jacksonville and due to its
greater local hinterland has a greater potential utility as a terminal port than Charleston.
The situation in Savannah, however, is not conducive to easy freight solicitation in Central Freight Association Territory for shipment through the Port. This is due to the fact that
*Over A.C.L. track from Hardeeville 25 miles north of Savannah. (See Plate 4A)

9

under agreement made in 1900, the Central of Georgia Railway handles the traffic of the Soutlt, ern Railway in Savannah beyond Central Junction at certain agreed-on prices.
This agreement was entered into by the Central of Georgia and the Southern Railway, pursuant to the desire of the Southern to acquire the right to operate its freight trains and engines over the main track of the Ceneral of Georgia between Central Junction and the terminus of the main line of the Central of Georgia in Savannah, and also, to use the terminal freight facilities of the Central of Georgia in and about Savannah.
The agreement provides for rental payments of use of track, warehouses and freight depot and sets up specific payments for switching services. It runs for 99 years but the terms of payment may be modified at 20-year intervals. Two modifications thus far have been made which amended the payments made by the Southern to the Central of Georgia, obviously taking into account changed economic conditions.
There are certain services which the Central of Georgia performs such as the supplying of dispatchers without charge; and there are provisions for the supplying of other services such as agency services which are furnished by the Central of Georgia to the Southern at cost.
It appears that the amounts paid to the Central of Georgia in connection with switching are not such as to render these services profitable to the Central of Georgia. It must be recognized that this is an opinion based on generalities and analogies and that to determine this point actually would require an analysis of cost. However, it is evident in any event that there can be very little profit in the services which the Central of Georgia performs for the Southern except for such profit as may accrue in connection with the movement of freight over the Ocean Steamship Company lines, which steamship company is a wholly owned subsidiary of the Central of Georgia.
Regardless of operating connections of the two railroads under this agreement, it is believed that the agreement provides a source of conflict between the representatives of rival solicitors of the two railroads. The Southern Railway System Switching Directory No. 9 states under Note 5:
"The Southern uses the same terminal as the Central of Georgia Railway at Savannah, Georgia, and it can reach all industries located on the Central of Georgia Railway tracks."
The agreement also appears to require facilities to be supplied the Southern for practicable access

to vessels at watersite terminals. (It is to be noted that this is not to be considered a legal opinion.)
The situation produced by this agreement would make it natural for solicitors for the Southern to say to prospective customers that the Southern has a terminal with waterfront facilities at Savannah operated jointly with the Central of Georgia and to say that the Southern can ship directly from origin (or feeder line) to any point in Savannah or to any water carrier at the port berthing at Central of Georgia Terminal. The solicitor of the Central of Georgia would naturally object to this and say that the Central of Georgia has terminal facilities at Savannah which it controls exclusively and would advance this argument to secure part of the haul between origin and Savannah or vice versa.
These points of opposition between solicitors cannot but have an adverse effect on commerce through the Port, as there is not a mutuality of interest between the two railroads, if the foregoing assumptions are reasonably correct.
To check this would require a survey of contracts made by the solicitors of the two railroads because the railroad policies themselves undoubtedly do not permit other than exact statements, but as a practical matter, it must be recognized that a freight solicitor is out to get business and will put up the strongest arguments he can to get the business for his railroad. It must be recognized also that there is an extreme sense of loyalty which solicitors have for the particular transportation company which empoys them, and they will tend to make the position of their own employer as favorable as possible.
The foregoing deals with business intangibles and must be regarded as an opinion rather than a statement based on statistical data. It is, however, regarded as a most important point, and the relations between these two railroads, whose conduct affects the future of the Port of Savannah, should be thoroughly checked and if there is any evidence of conflict, the good offices of the port interests should be extended to the point of eliminating any friction that may exist in developing that mutuality of interest between the two railroads which is of such vital importance to the future of the Port of Savannah. It must be recognized that the obtaining of factual information on these points is extremely difficult at this time owing to the pending litigation between the State of Georgia and certain railroads. While it is probable that the 1900 agreement has nothing to do

10

with this litigation, further action in this matter should be taken only on advice of counsel to the
State. Furthermore, it is probable that an interest in
nOD tidewater railroads of Illinois and Indiana can
be developed to the extent that the efforts of both the Southern and the Cent~~l of ~eorgia R~il ways Will be directed to sohcit freight for s~IP ment through Savannah, and the present handicap that Savannah appears to have in that it has no actual trunk line or system connection with Central Freight Association Territory, in the same
.sense that Baltimore, for example, has, would be
substantially overcome.
If such arrangement could be made it would indicate a potential export and import business for Savannah which would be an inducement to ocean steamship operators to put ships into the Port and to establish regular schedules.
It is believed that an organized and fully cooperative effort of the Port and the two railroads, in advertising and solicitation, would restore Savannah to the position which it held 40 years
ago .
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 ar;ea in that a greater opportunity for shipment and less chance of delay tends to offset small freight-rate differentials.
While the making of an accurate estimate of
the possible tonnage available to Savannah from the Midwest is impossible without a great deal of
statistical study, it is, however, possible from general information to get a fairly good idea of the amount of tonnage that is available. Central Freight Association Territory west of the ChicagoIndianapolis-Cincinnati line contains approximately 10 per cent of the population of Official Territory. The value of freight traffic originating in O!icial Territory is approximately $24,000,000,000 a year and prorating this on the basis of population, the value of freight traffic originating in tbe area under consideration is assumed to be $2.400,000,000 a year. It is generally accepted that at lea..st 10 per cent of our produce is exported, Which would mean that out of this area approxi-
tmo.a-teexlypo$r2t.40,000,000 worth of goods is available
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 average 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 Official Territory as $39.52 per ton, the value of manufactured goods as $108.91 per ton and the value of all others as $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 r.egion amounts to 3,300,000 tons a year.
In order to arrive at the part of this tonnage that Savannah might expect to obtain, 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 Orleans 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 ---------------------------------------Norfolk -------------------------------------------Savannah ---------------------------------------Jacksonville -------------------------------------Mobile -------------------------------------------New Orleans ------------------------------------

25 per cent 20 " " 15 " " 5" " 10 " " 25 " "

Total ----------------------------- 100 " "
Savannah should obtain at least 15 per cent of the traffic of the center one-half or 7lh 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 Port 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

ll

conditions of good solicitation and proper facilities. In addition to tonnage from Central Freight
Association Territory, it is possible that some tonnage may be obtained from the western part of Illinois territory and the eastern part of Westtern Trunk Line territory. Estimates of such tonnage are highly speculative in that they depend on the intangible factors of salesmanship and the future services that the port may be able to give. Proper combination of circumstances, however, may develop some traffic from these areas.
Further study of the proper combination of interest of the railroads and the Port of Savannah is a special matter that is beyond the scope of this report and, depending on the necessity of the elaboration of arguments in favor thereof, might require from one to two years of study.
Among the points that would have to be taken up is a study of the advantages entailed in a combination of the interests of the Central of Georgia and the Southern Railroad. These two roads compete within the State and a combination of the two would result in a saving in trackage and operating costs. The study should further develop the possible abandonment of certain trackage and the substitution therefor of motor-truck feeders either owned by the railroads or independently operated which would mean that the railroads would probably be able to give better local service at less cost.
Highways
Four main highways pass through or terminate at Savannah as indicated on Plate 7. These are for direct connection with the principal industrial and agricultural areas of the South. United States Route 17, the Coastal Highway, runs north and south from Maine to Miami and is part of the National System of Interstate Highways. United States Route 80 leads west and northwest and State Routes 5 and 21 lead north and northwest, respectively, affording easy access for the increasing motor truck freight traffic. The flat grades of the Coastal Highway offer a definite advantage to motor truck transportation.
Good highway connections are of vital importance to a port as they afford a parallel means of communication to local tributary areas. Over relatively long distances, motor truck carriage offers. certain advantages principally both in point of time and in 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 Interstate Commerce Commission, in 1941, 7lf2% 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 passenger-miles are on the highways.
The fact that the highways leading into Savannah 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.
Communications Between Savannah and Atlanta
Advantage should be taken of the proximity of Savannah to Atlanta, the financial center of the Southeast and the headquarters of numerous principal lmd branch organizations. Air transportatio)l on a one-business-day basis should be established between the two cities.
A port is in an extremely advantageous position if it also is the center of financial and business interests. Examples of this are London and New York where to a great extent the business of the port is due to the channels of trade which are controlled from organizations within the cities themselves.
Three hundred miles from Savannah is Atlanta which is the financial and trade center of the Southeast. It is the center of a Federal Reserve District, the center of operations of numerous financial interests and is a point of location for principal and branch offices of business organizations. It is the railroad center of the South and from it, any part of the country can be reached readily.
It is desirable that some convenient means of communication be established between the two cities, preferably, a type of communication which would permit a business man to leave one city in the morning, transact his business in the other during the day, and return home the same day. An example of such communication is the air service between San Francisco and Los Angeles.
At the present time, between Atlanta and Savannah, eight hours travel by train is required. Air service, at the time of this writing, is so scheduled that it is not possible to go from one

12

~'~tymetodtahye.

other, complete In fact, there

business, .is much

and return the better service

between Atlanta and Jacksonville than between

Atlanta and Savannah.

. .

.

The obvious method of providmg such convem-

ent service is by air. To this end, it is important

that the principal airport in Savannah be de-

veloped to a high point of efficiency. Since a large part of the total time of tra~el by air line i~ in

communication between the airport and the City,

the proposed highway connecting the airport and

the city is most important~

Inland Waterways
Savannah is centrally located on the intracoastal waterway with respect to the South Atlantic and Florida ports. The improvement of the Savannah River for navigation would place Savannah as a terminal point of an area containing a population of about 900,000, the river traversing it and connecting it with the intracoastal canal and the ocean. This area is an imporant source of material such as lumber, kaolin, granite, agricultural products and other commodities, which may be economically shipped by waterway to Savannah as the final point of manufacture' and of distribution to local and foreign markets.
It would be possible to provide all-year navigation between Savannah and Augusta, an important commercial center. The navigation improvements of the Savannah River, as contemplated by the Army Engineers, should have the support of the port interests.
The Savannah district of the intracoastal waterway extends from Beaufort to the St. Johns River, a distance of about 200 miles. This section is 12 feet deep and 90 feet wide between Savannah and the St. Johns River. In 1939 approximately 350,000 tons of freight moved over this waterway exhibiting a pattern similar to that in the Norfolk district. About 60% of the commodities were forest products and the remainder was composed of minerals and other bulk commodities.
The position of Savannah on the intracoastal waterway and with respect to the inland waterways is shown on Plate 8. This plate shows also the depth at low water of the principal harbors in the Southeast.
The Savannah River is formed by the junction of the Tugaloo and Seneca Rivers in the Piedmont Uplands, flows in a southeasterly direction forming the boundary between Georgia and South Carolina, and empties into the Atlantic Ocean 17 miles below Savannah. It is 314 miles long and

drains an area of 10,579 square miles, of which 359 are in North Carolina, 4,282 in South Carolina and 5,938 in Georgia.
The headwaters have their sources in the Blue Ridge Mountains of North Carolina. The mountainous area above the head of the main stream comprises about 2,000 square miles. In the Coastal Plain region, below the "fall line," the land is either gently rolling or flat and swampy. Important tributaries are the Keowee River and its tributary, the Little River.
The Central Upland section above Augusta is an agricultural and manufacturing region. In addition to water power, the resources of the basin above Augusta include a variety of minerals, kaolin, granite, forests, soils well adapted to agriculture, and recreational attractions. Below Augusta, good farm lands and pine timber are found in the highlands and hardwood timber in the swamps. The watershed has a population estimated at 901,000 and contains 9 cities with populations of 5,000 and over. Savannah, with a popu-
lation of 96,000 in 1940,* and Augusta with about
66,000, are the largest cities. Agricultural products, textiles, paper, fertilizers, timber products and naval stores are produced in large quantities in the basin. Transportation needs are served by seven railroads, a network of highways and the improved Savannah River between the mouth and Augusta. On Plate 16 is shown an outline map of the basin of the Savannah River.
The mouth and lower 22 miles of the river have been improved to provide depths of 30 feet from the mouth to the principal wharves of Savannah and 26 feet in the upper portion of Savannah Harbor, or about 5% miles above Bull Street. Between Savannah and Augusta, the river has been improved to provide a navigation channel 6 feet deep and 75 feet wide.
This depth and width of channel between Savannah and Augusta was designed for ordinary summer flow. Since during the period of 1937 to 1941 inclusive, river stages were below those corresponding to ordinary- summer flows for about 26 per cent of the time, the project depth of 6 feet could not be maintained. In order to promote water transportation, it is of the greatest importance that the designated project depth be maintained during the entire year.
The problem has been studied by the United State Army Engineers and new projected improvements are described in their report, "Savannah
*Now 150,000

13

River, Georgia" House Document No. 657, June 9, 1944. The proposed Clark Hill Reservoir above Augusta will increase the minimum release at Augusta sufficient to maintain a 7-foot year-round depth. This much greater flow of water will also also assist considerably in the prevention of shoals and in the reduction in the cost of channel maintenance.
The proposed improvement of the Savannah River for navigation is of importance to the Port of Savannah and should enlist the attention of the Port interests. Not only would it open up an

increased local territory for the benefit of the Port, but also more remote territories in the interior, as the rail-water freight rates favor river transportation. For example, first class freight moving between Savannah and Augusta via the river has a differential of five cents per 100 pounds under the all-rail rate; and first class freight, moving between Savannah, on the one hand, and interior points beyond Augusta on the other, via the river between Savannah and Augusta and via rail beyond Augusta, has a nine-cent differential per 100 pounds below the all-rail freight rate.

14

SECTION II. COMMERCE THROUGH THE PORT

Commerce of the 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 throu~h the South Atlantic, Florida and Gulf ports durmg 1939, 1940 and 1941. These Georgia percentages compare with 25% of the exports and 15% of the imports passing through the Virginia ports and nearly 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 foilowing 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, leaving the South Atlantic ports with relatively very little foreign commerce. Table 3 indicates that as an average from 1939 through 1941, the Virginia and New Orleans custom 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 foreign 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 yarious 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 Altantic district or group in Which the Georgia Ports are included.
Consolidation of data in Tables 2 and 3 to determine the distribution of commerce to and f:rom the various continents from and to the
*aerap iron and naval stores

various custom districts results in the percentages shown in the following:

Exports in 1939 (Dollar Value)

TO

FROM

Virginia &

New Orleans

All others

combined Georgia combined

Europe --------------------. 77.5% North America_______ 69.7
South America_______ 77.5

5.2% 1.6 1.9

17.3o/'o 28.7* 20.6

A s i a ---~---------------Oceania --------------Mrica -----------------

70.0 93.0 88.2

21.1 3.8 1.2

8.9 3.2 10.6

*Florida; exports amounted to 22.2%.

Imports in 1939 (Dollar Value)

FROM

TO Virginia & New Orleans combined Georgia

All others combined

Europe ---------------------- 48.6% North America________ 69.0

6.5% 4.9

44.9% 26.1

South America ________ 70.0

3.0

27.0

Asia ---------------------- 74.0

5.6

20.4

Oceania ------------------ 100.0

0.0

0.0

Mrica --------------- 92.5

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 car- .

ried on through the Georgia district with the

following principal countries:

In Asia-Philippine Islands, China and Japan

In Europe-United Kingdom

In North America-Canada, Central American

countries and Cuba

In South America-Argentina, Chile and

Colombia

I~ Oceania-Australia

In'Africa-Union of South Africa

Imports arrived at the Georgia district from

the following continents in the following descend-

ing 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

In Europe-United Kingdom, Norway, Belgium,

15

!.ULJI 2
DPOUI .tJID Ilp'QI!S
1m
O'IORGIA AND C<l!P'ITITIV'I CtJS'!'OIIS DISTRICTS
DOLLAR v.&LU'I

;T<JIS DISTRIC!S:

VIIIGINIA

: - lfO. --aADiu;---,--- SO.-lr.ilf(II;Ih

!

GliORGIA

:

ILOI!I

COOI'llll'IS
~
Albania

!:xport-,-;-ymporh : lzportl
1

! ~ 54,134,563 : 13,217,9Q8 ~8

:

:

:

l!iorb :
10,9J9,8'56 : :

lxportl :
3,465,946 : :

I!!pOrto :

21112,225

: :

.hporh--1-Import : lzporte--1- p

.lxp

9,770,051 :
I

2,854,028 : 13,147,755 :

:

2 :

5,071 1 310

: :

13,292,516

:
I

~ : 92,329,906 :

:

:

8,107,289

.Aaoree & Maderia h1,.ndo :

2,817 :

1

:

:

:

:

:

.

1

183,092 : 16

lle1ciua

I 825,845 I 136,234 :

1162,899 I

6o,236 I 282,696: <04,315: 382,193 I 443,580 I 455,590 I 364,714: 126,730: 4,9<)5,2'>9: 1,443,358

h1pr1a Cseobo-81ovalc1a

I

I 444,975 I

I

~0,871 :

21,927 I

1,014,368 I

I

I

I

498 I

I

:

I

I

5,249 :

:

I

:

2,789 :

2,876 I

39,080 :

7,615 :

<0,ll51 :

: 469,96?: 28,153

lleiiiii&J'k Jletonia llnland J'rance
Gel'llan;r Gibraltar
Greece llunga17 Iceland
Ireland

: 1,055,188 I

23,907 I

1 23,792:

674 1

I <09,065 I 938,642 I

I 1,494,310 I 1,976,491! I

: 1,342,~80 1 901,679 1

1 16,7171

1

1 116,883 1 3,206,933 1

1

2,1>53 1

76,696 1

1

243 I 146,083 I

: 620,495 :

I

I
:

: :
55.981 1
1
I
I

1,&82,351 I 651!,353:
:
5,1115,168:
: 1
I

1,551 I 1
48,482 I 650,197 1
:
:
:
1
I

I
3,595: <02,130 I 624,<03 I
:
8,489 :
I
159 :

2J6,9Ql I

1,044 I

24,233 I

237,8~7 ----- : _ _ 3,455:

l98,~S I 166,i5111-_:__~;!i4s:

1,493 I 384,016 I -l83-,889 I

574,450 1 310,354 1 2,449,709 I

1

1

:

134:

1

2,700'

' 1 8,)06 I

33.373 ' :
56 1

15,750 : :
26,630 :

169,710 I ____ :
2g!l,175 I 292,442 I 1,432,177 :
:
1,571 : 2,569 :
I
854 :

46,2b1 I 1,354: 45,929: --1<24,075 : 509,029:
:
7,1?2: 1,239 :
:
28,023 I

327: 2,1J2,346:

: 21,781:

113,337: 286,260: 41,~54 1 1t,156,109 : 475,270: 3,932.346:

308:

193: 235.461:

74.623 , 50.312 :

:

392 :

: 24g, 342 :

17,551 14,081 798,463 363,810 1 1,101,655
5,656 48,24r, 53,176:
52 I

Italy

I 822,128 I 131,854 I 304,983 I

53,496 I 142,06o I

894 I 316,102 I

6,705 I 1,172,254 I

27,507 I 285,084 :

2?,537 8,Jl3.!82 : 234,144

Latvia Litlmania

: 18,535 :

2,26o :

:

:

:

: 21,000 :

1,411 :

1,000 :

:

10,507

q,~55

: 39, Be-, :

:

1

1

1

'

214 1

1

1

1

:

:

318

Malta, Go1o, & C;ypreoa X." 45,696 I

1

1

1

1

1

1

:

:

:

:

13,469

'""'

lfetber1ande

4,251,432 : 572,657 1

5,000 :

94,021 1

35,972 1 215,795 1 435,375 ' 177,4o3 : ~.646 : 343,184 : 749,067 : 113.677 10,347,938

365.855

0\

lfon!V

Poland and Durie

Portupl

lioulaDia

1,638,905:
180,375: 258,107 I 179,399 I

470,194 I 25,836 1 23,062 1
647 I

1
159,832 1
1
I

207,870 1
1 1
I

1 232,132: 375,103: 488,462 1 21,526 1 333,031 : 168,851 1 188,526 : 2,937,291

1

26,880 1

78,342 1

2,96o

170,620' 117,430 ' 81,077

35 1.21<;,283

1

36 1

290 1

ljl 1

4,496 1

2,316 :

9,659:

: on,5b5

I

I

1,075 I

I

I

32,317 I

I

I

13,~1t

459,tnl 32,731
16~.961

lpain

320,304 I

11,063 I

I

16o I

I

32,088 I 149,b0b I

426 I

28,305 I

35,293 :

10,b90 :

I 2,089,169

136,et4

Sweden S..itserlancl ~.s.s.R. (Bouoia)
11n1ted IUJICdDII fnco 81avla

3,644,316 I

294,723:

:

36,676,365 I

I

2,6~ I

:

:

2,588,943 I 8,475 1
373,068 1
1,133,295: 2,306
:

I
I
:
2,129e5b2 I
I :

I
4,299 521,:!72 469,599

o; I : :
2,527,443 1
1
:

5,324 I :
79,857 1 397,647 1
I :

780,257 : 776 : :
6,246,653 1
I ;

364,lo6 I 10,J4o :
:
510,548 1 11,052 I
I

680,097 I 1!,581 : :
7,241,194 I 35e5b0 I
I

48,937 I 1,839 :
144,768 :
1,232,284 1 100,696 1
:

606,017 : 7,101 :
9,925,245: 1,522:
:

2,412 : 4,219,447 : 1,067.~9 :
17<?.889: 14,841:
127,269 : 32.586,648 I 167,016 :
:

7?1,b43
24,793 l1b,c~ 1,~5S,4Sg
6.70:

:IORTII AIIIRICA Danada Jlritiob Bondura1

: :

11 1~8_617,11012422::

5,7751991: z,0&2.JOO.I

I

I

-

I

: 2,1&6,621! : li52,662
I

lli..Jg : 2,5811,5:;1 : S6';li20: 97.29b:

I

I

__99LjQ9. I
169.015:

311<0,593 I 1],853,574 : 112,211: li21,531:

81672,010 : 680,751i:

.l.~~.5Q!i : ~703

31480,022 : 38,~7,024 : 33 1731,166 110,039: 1, 5,2'56: 17,532

1156 I

I

65,867 I 41),528 I

1,052 I

68,479 : 625,975

488,869

Ooeta Rica

I

13,684 I

I

I

10

309,646 I

I 135,396 I

I

3,667 I

2,316 I

I

: 1,324,351 : 399,303

J11 Saha4or

I 47,789 I

I

I

I 138,155 I

I

3,297 I

:

I

I 568,422 : 468,0b

Guatemala

I

78,1!41 I

I

I

162,5]6 I J74,3J3 I 150,146 I

I

92,461 I 480,45] I

165,010 I 1,658,b97 I 1,4b5,579

Bondural

I 11,252 I 111,806 I

I

101,,849 I 219,051 I

6,161 :

I

5,201 I

38,891 :

6,878 ; 3')8,098 i 1,1137,002 2,174,532

lficaragua

I

08,11211 I

I

I

I

I

81,939 I

I

,,015 I

6,2117 I

I

I 1,779,164

977.36~

Panama, llel'iblic of

206,01_1! I

a,OOQ I

I

Panama, 0. '

907,963 I

4,248 I

I

5,861 I
I

12,153 I 16,735 I

5,14o I 53,169 I

I

20,4zg I

I

53,270 I

52 I 2,~4o I

341 36,22.! I

150 1,257,918

754,652

14o: 1,245,783 I

8,772

MlziCO

I 102,107 I

MlqallOD & St. Pierre I _

:

lfewfoundlan:i & Labrador 1 ,_2l}~J:

141,455 I
I
591,21!4:

I

2,134

I

I

1

4oo 1

I

I

:

:

f 185,002:

4,688 I
:
1

5,944 I
:
:

258 1 810 I ,!99,309 :

:

:

47,833: i-;15J,b37 ~

: 292,575 : 6,530,381 : 6,18b,931

24 :

20 :

:

20: 352,776:

9,1b8: 1,444,148

~ 2 (continued)
:&XPORTS AND B:J'ORTS
.!.ill
GEORGIA AND CCIJ.PETI TI VE C:USTO~S DI STRI ;Ts DOLUR VALUE

~

CC'UNTRIES

:

~ORTH ~~E~ICA (cont.)

BerTI'UJ.a :9sr'::ajop

Jamaica '!'ri n ~ ~e1 e.r.d Tobago
Other British WeRt In:lles: Cut a Nett:erlan:i~ :i~e\ Indiea DrHltr.!cS'l ReTJublic Frt'nch West IniiP.!I

E1i1 tt

--vumni~
Exports : Imports

l7 ,985 17.),473 318,Q08
310,273
33' 922 1' 324,991
54, S92 1,694
84, aor
5. 697

15 13' 287 224,301
12,661 2,123,439
394,872 74, 323

NO, CAROLINA

- - ,- - - 56:-GAROLn.L

:

GEOJfGI.L

:

FLORID.Io.

:

XOBIL'I

, - - - llEW ORLWS

E:rporte : l!!!porte : bporta : Importa : hp:'irte--,--lmporta

~orta--,--l11porta : Erporta-! -l:r..f'_orta : ixparts : In:po:-ts

382,038 116
1,329,068
200

1, 534 8,27J 31.249
13.954

3. 555 70
1, 518,328 63,093 94,935

6,454 o,057
239.933

3,C02, 3;8

66.252
93' 559 305,077 328,589 1,635.131 10,210,505 65.772 21.371 124,742
26,825

11 .966 11,580 96,014
5,219.547 136.236 118,822 228 144

38.509 562,708
287,670
36.565 471.34o 4o9,624 222,534 106,758
928,552

19,682 33.554
1,437. 327 23,625 18,547

22,)44
1E<l,229 526,458
568,926 22,597 13,u7g,461 4,091,043 321,922 267' ~36 224, ?11

24,766 32,120 81,413
lq,~2<!
16 '515,047
2,4H.~84
64,218 6-:
129,484 :

ASOr~lgTelni ti;-JnIaF_.RI_CA_

3ol1via

Bra!U

Ch\le

Colo..,~ia

Ecu~dnr
,..... Brlt\h Gule..ca

--1

Sur inA..~

F!"er:ch C'"..ltRI!a

ParRP'U-:;y

Per<J.

Urue;uny

Venezuela

!!..1_?~.722 1, 61';1' 801
10, 22E 1,qs6,7l?
170,448
10~. ~14
4eo
10' 220 1~, C12
2,436 27 '9~?
1~1.:81
1' 47 2

2..)_1.,614 : 2,0}0,42t :

r.

937.:93 n4,1E3

374~ 115 "16, 69e
257.419 29,200

~ ~111
11,5"12 l. 301' 127
306
19,689

59blli
f5b,I}O 375.703 13' 837
4,806

3,006,429 ~
119 '921 1, 703,b67
128,225

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
3' bEll 1,084,038

3,100
28,236
16,583 83,942

150 ,01C
21,099 190,158

~gg~:
1,20b, 543
9.196 ~11, 7g9 I
62' 538 447.319
11 ,0)4
32,818 9.631
556
339 32,083 143,882 362,109

~ 514~lilffi"
1.~90.496 2,545,090
567,892 7.981 92 43,193 201
4o.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

3,4}5,625 ~
1,547.756 13,623
1, 788,081 6,626 36,032

24,9]4,808
8,895.123 274,749
3.0~,458
1,4o7 ,428 5,001,180
556,007 156.386 307,063 11,477
54.735 874,896 522,156 3.853,150

28,E92J-44 :
955. 7"%:
19,854.294 475;4o9
4, 394,520 577.190 53.739
1 '505.169
247,100 735
278,847 349,345

ASIA
A.::len ilrlt\Eh Inila i3r1 t i eh MalR.ya Bur"r.a Ceylon
China
~etherlP.ni Iniies French idcchina
Bong Kong Iran (P~rsi~\ lra-1 Japan lwantung Paleettne Philippine lolan:le

.?l,_ill..llQ 9. 774
1 '962' 542 49,848
11' 325
350.777 6,484,401
351.735 411,313 8t9. 34o

~
', 210, 6qs
12,651 7.236
6'),105 816, <;20
b,4b7 641

1,8t1.757 19,b32 12 ,O!l
6,st8,455

87,171
452 369,087

~

6,558,790 55.154

227,423

2,200 713
8, 782 80,963

130, ;41 : 130.341

~ ~94,19?

~

6,395 4,061
196,903 108,066
1,063

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

1,025,bo4 732,446
69,013 11, 5b7
2~6.495
97

198,b99 3,020

83 1,023,b10
9.970 365
'1,9!2,815

68, 3b2
102,822 338,871

2,006,4oo 1,473 16,299 58
83,092
518 1,901.020
3,400

196,081 78.568
10, b48 5.988
2,4~8
78.138 20,121

2,218,94o 4,219
118,642
530 693 I 429,755
21,160 1,254
374 r,4o7, 721
4o,589 130.221

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

16,472,855 26,432,115

20,235 I
'95.069 197,577 69.620

3. 765 5.822,642 6.673.089

8,968

1b5, 795

2,69b, 889

78,198

588. 5b3 3.076.601

310,981

556,04o

13,805
42,675
_1.~
10,231,601 46s,q6!1

9,250 I 575.bb5

121,251 69' 829 9,161,!!1

~ 2 (continued)

DPOR'l'S AIID IMPORTS

!il2

GIORDU AIID COMPETITIVE CUSTOMS DISTRICTS

DOLLAR VALUE--

-

1RGI!!l4

:

NO. C41!0LlN4

:

so. CAROLI!i4

:

GEOR314

:

FLORIDA

:

MOBILE

:

NEW ORLlAIIS

'I

Q...._OU)ITRIES ~ lxport.....----:-I"mporta : ixporto : Import I lxporto : Imports : li!xporte--,--lmporto : Erporto--,--Importo : .Erporte--:-Imports : E;porte : Iworta ;

ASIA (continued)

:

:

:

:

:

:

:

:

:

:

:

:

:

:

Salldl Arabia

:

4,270 :

:

:

:

:

:

:

:

I

:

155 :

: 22,233 :

9,343 1

Syria

I

2,112 : 174,051 I

I

8,610 I

I

:

I

1.000 :

I

I

:

:

3,655

Thailand ( Sla,)

: 436,169 I

2,008 I

I

I

I

4, 732 :

I

:

16c :

442,285

Turkey

:

5,175 : 3,420,424 I

: 6,402,368 :

:

:

:

:

540 :

:

3,627 :

4oo : 146,976 1

6

OtherAala

:

5021 - - - :

I

I

:

I

:

I

:

I

:

:

20,583

:

:

I:

:

:

:

:

:

:

I

:

:

~

I 12,24,539 I ~I

I

I

I

I ~I

I

!!Q. I

I ~I

I _L_~3QS_ I

g.jll

Auatralia

: 9, 68,823 : 257,310 :

I

:

:

: 579,152 :

:

85 I

: -3--;b75 :

I ~:

2,577

Brt tlsh Ocean t a

:

450 :

:

I

:

:

:

:

:

25 1

:

New Zealand

I 3,055,266 I 10,193 I

I

I

I

I

300 I

I

I

I 441,898

b:; ~
Belgian Congo

:

I

I

I 1,470,016 I 1,624,494 I

:

55,l.:

I

I

:

I

~ I

I

I

I
48,615 I

~ I
I

I
113,841 I
I

I

I

I ~I

I

:

I
1,710 I
I

493,116 I
~:

li I l.tllhl~1 I lli...lli

:

1,165 I ~

Brltloh East Africa

I 37 ,'668 I 10,918 :

:

I

I

I

I

I 16,639 I

I

I

I 5Jo 758 t 465,130 I

Union of South Africa I 169,765 I

62,110:

I

I 48,615:

I 89,092:

: 355,175 :

I 247,980 I

199: 5.450,859 : 15,933

Other British South Africa

515,876 :

:

:

:

I

:

:

I

:

I

20 : 611,493

Gold Coast

: 147,204 I 2bb,381 I

I

:

I

I

I

I

985 :

50 I

702 I

I

4,928

Nigeria

: 308,806 : :H,224 :

:

:

:

:

:

:

:

:

85 :

:

6,46c

Other Brltleb \lest Afrtoa:

10,558 :

9,484 I

:

:

:

:

:

3, ~47 :

:

1,4oo:

:

:

6,179

:Egypt

I 562,646 I 457.094 :

I 176,886 I

I 14,035 I

2,527 I

I

538 I

I 47,088 I

I 648,336 I

122

-Algeria

I 12,312 : 37,250 :

:

:

:

: 16,043 I

:

:

:

23,990 :

: 250,935 I

3,478

Tunisia

:

:

3,026:

:

1,818 :

:

:

:

:

:

:

:

: 49,508:

1,572-:

Madagascar

:

275 :

1,324

:

:

:

:

:

:

I

:

I

:

:

1,5~5

Other French Africa

: 147,174: 219,525:

:

:

I

:

:

: 1,56c :

: 13,755:

I

32,955 I

3.549

Liberia

I 37,936 :

:

:

:

:

:

I

:

600 :

:

2, 741

:

1,472 : 229,318

Morocoo

:

5.638 : 10,279 :

:

:

:

:

:

:

350 :

:

l,'f75

:

47g

Mozu.blqu

:

978 :

:

:

I

:

I

6,179:

: 87,576 :

: 14f,785

: 486,096

Other Portuguese Africa

6,214 :

:

37,135

1,546

3,150

: 19,414:

1,412

Canary Island

:

22,089 :

:

114

: 28,570 :

9,368

Other Spanhh Africa

:

:

:

16,121

:

GP.AIID TOTALS

I 9]_,!JJ_,l.l?_ : Jll_.~,021 "'-!1_8_2_,_781 ?!..?8_4,0]5_ I 11_,_95.h_4_ll ~_lrr ?l._l.ll,_S~Q_ 10,058,9Qi 32,341,~91 19,374,427 23,937,769 10,~85,420 1S0,94o,649 : !lL.J!~

TABLE 3
EXPORTS AND IMPORTS GEORGIA AND COMPETITIVE CUSTOMS DISTRICTS
THOUSAND DOLLAR VOLUME

. . CALENDAR YEAR :

1 9 59

:

1 940

:

1 9 41

:

CUSTOMS DISTRICTS


:

EXPORTS
Va1ua- : %of

: IMPORTS
: Va1ua- : %of

EXPORTS : IMPORTS : EXPORTS :

:

Valua- : %of : Valua- : %of : Valua- : %of s Valua- : %of :

Virginia ~ North Carolina
South Carolina Georgia Florida

. tion
: 97155 : : 2885
: 4958 :
.: 25179
: 32542 :

: Total : tion

:

:

.: 26.6 : 54444



:

.: o.8 : 21284 :

: 1.4 : 8255

:

:

. : 6.5 ; 10059

:



. : 8.9 : 19374
:

. .. : Total : tion

0



. 17.1 : 79844

:



: 10.5 : 857

.



. : 4.1 4147

:

:

t 5.0 I d4068

:

:

. . : 9.6 : 31764


.: Total : tion :

.: 21.1 : 55669
. . : 0.2 : 18554


. . : 1.1 : 7245





. . : 3.,7 : 9714


. : 8.4 ; 20085

:



: Total : tion
:
. . 16.7 : 95751

: 9.1
;
5.6
: 4.8 :
.: 10.0


.: 18242
: 5918
:
.: 36638
: 51881 :

. . : Total : tion : Total:

0

:



: 25.4 : 4.6
. 1.5


: 52465
.: 16810 . 5915

.: 1~.3 :



:

: 6.9 :



. 2.4 :

. . : 9.2 : 12776 : 5.? :

:

t :

. : 13.0 : 22047 : 9o0 : :

Mobile lfew Orleans

: 23938
: :180941
. :

: 6.5 : : 49.5
. :

: 10585
: : 97845
: .

: 5.~
:
..: 48.5


.: 25712 ..:225414

: 6.3 : : 59.2
:

.: 11097 .:101268
:

: 5.5 :
.: 50.-3
c

: 14609 :178845
:
:

. 5.6 .: 44.7
:

. 12885 .:141247
:

. : 5.3 :
: :57.9
: ..

TOTAL

. . . . . . . . . .. :365374 :100.0 :201824 :100.0 :377786 :100.0 :201450 :100.0 :399884 :100.0 :244145 :lOOn :







:



:



:

~

WATiJI..BOIUIJl I'Ol!EIGN COM.V.UCI

lfATD-BOI!]i'l IMPORTS J.lll) EXPORTS--CARGO TONUGJ:, BY MAJOR COMMODITIES, J.lll) BY COASTAL DISTRICTS: 1938

N~te,-In thousand of cargo tons of 2,24o pounds. Leadera indicate no data or leas than 500 tons.

COMMODITY

IMPORTS
!lOflh , South Total Atlantic Atlantic
Dietrict District

Gulf District

Pacific Ditrict

l>reat Lakes Di otrict

I~orts. total ....... 32,818

Dry eargoee, total . 23,799

Animal,fish,& dairy prod.(edible). 220

Hides and skins ......

90

Oils(animal,fish,& vegetable)..... 500

Animal products (inedible)........

16

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

Grain products (dry) . . 73

Animal !eeda and fodder.......... 149

J'ruits and vegetables .. 1,742

Copra and coconuts............... 281

Coffee ani cocoa . . . . . . . . . 1,105

Sugar and molasses ....... 2,702

IBevere.gea . . . . . . . . . . . . . . . . Teas and spice a . . . . .

103 88

Seeds a~d nursery stock.......... 130

Tapioca and otarcheo;............. 115

.iscellAneous veg.prod.(inedible).

8

Tobacco (unmanufactured) .....

42

Rubber (except rubber goode) 421

Gums & resins (except naval storee) 23

l!lav"l otoreo . . . . . . . . . .

2

Veg. dyelng & tanning materials 112

Cotton (u~anufactured) ....

55

Silk . . . . . . . . . .

29

Wool ani hair . . . . . . . . . . . . . . . .

50

Textiles . . . . . . . . . . . . . . . 62

Fibers ani products ........ 563

Logs ani timber . . . . . . . . . . . 232

Lu:nber . . . . . . . . . . . . . . . . . . . . . . . 488

Cork e.nd products . . . . . . . . . . .

75

llood pulp . . . . . . . . . . . . . 2, 512

Paper atock . . . . . . . . . . . .

49

Paper . . . . . . . . . . . . . . . . . . . 1,014

Coal ani coke . . . . . . . . 44o

Petroleum ani products ...

24

Aephal t ani pitch . . .

23

Clay,chalk,etone,oand,& cement 1,911

Non-metallic mineral& ... 185

Ore a . . 4, 530

Iron and at eel . . . . . . . . . . . 230

Y.etal scrap . . . . . .

29

Metalo,n.e.s.(not iron,eteel,or

153

precious)

Precious metals and stone

12

Macbinery (heavy) . . . . . 18

Vehicle . . . . . . . . . 10

Machines (small) aAd appliances

1

Glaee,poreelain,and earthenware

60

Rubber goode . . . . . . .

3

m" Manufactured goode . . . . . .
Building teriale,n. e. e. . .

8!! 16

Medicineo,druge,& toilet prep.....

3

Chemi cale . . . . . 236

'p!O.into ani pigments . . . . . . . . 67

Pho epba te rock . . . . . . . . .

1

Fertilizer, n.e.a .. Mo11 and kelp . . . .
Crude drugs and essential oils ieturned container . Retuned goode . !rplooivee and ammunition........ Miscellaneous . . . . . . . . . . . .

1,251 62
51 14
2 2 397

Tsnker cargoea, to tal . Oile(animal,fieh,& vegetable) .
Ani~al !eede ani fodder . Copra and coconuts ...... Sugar and molauee ..
Silk ..... . Wood pulp .... Petroleum and producta Aepbal t and pitch . Metalo,n.e.s.(not iron, steel, or
precious) Chemical Paints and pigment. Fertilizer, n.e.s, .............. . Returned goode , .

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

22,128
lij,U05 177 85 385 15 346
54
35 939
54
708 1,668
33 75 109 104
8 39 380 19 1 107 52 26 48 51 314 26 165 75. 1, 243 35 388 358 2C 17 986 122 3, 691 95 19 142
9 15
10 l
43 3 38
11
3
96 62
JOS 39 4g
7
248
7.723 37
727
31 6,897
10
20 1

1,417 1,122
3 ---
4 -----
---
11 118
---
9 148
1 ---
1 5
3
1
1 19
1
2
4o

3,838 2,923
10 ---
44 -----
2 6 556
46
26o 583
5 2 4 2
3 9
2
4
1
5
147 98 15
33 3 116

6

94

56

3 5

4
454

7

72

1

1

2

2

1

2

l

56

67

3

1

580

270

l

ll

5
1

5

ll

295

915

175

250

620

8

37

112

s

2,230 2,174
26
4 65 1
4
3
61 127 181 128 81 ll 10
1~
4
29 2 1 1 2 2 2
5
65 106 284
79 11 122
on
4
107 10
2~
10
3
2
15
ll 2
16 1
73 10
3
2 1 2 58
56
1
4
1
1 1
47
1

3,205 J 3,175
4
1 2
5i~
36
2
22
3
1 l
18 2 23
1,155
348 1
668 46 107
2
6
36
1 1
a)
l
75 30
2'5
2
3

agurce: u. s. Maritima Commlaa1on

20

TABLE 4 (CONTINUED)

.U.TBR-BQRIIi: I'OREI GH CCMMERCJl

IU.TER-BORN.Ii: IMI'ORTS AND EXPORTS--CARGO TONNAGE, BY MAJOR COMJ.!ODITIES, AND BY COASTAL DISTRICTS: 1938

Bote,-In thout&Dde of cargo tona of 2,24o pounds, Leadere indicate no data or lela than 500 tone,

CCI!MODITY

Total

Borth
Atlantic District

EXPORTS
South Atlantic
Di~trict

Gulf District

Pacific Great District Lakee
District

Export, total ... 55,612

10,552

874 21,812 11,746 10,628

Dry cargoes, total .. l>3>3.8~~,--r--~9>,n95~5~----8~7~~-t--a8,7~8'3;---,3~.s~3~5-r~1~o~.3~8~2~

Live animal. a ................... .

1

1

Animal,fisb& dairy prod.(ediole). 213

Hides and skins .......

23

101

13

22

11

75

2

12

Oila(animal,fieh,&vegetable) .. Ani,.al products (inedible)

3~

2a

4

5

1

Grsin, linseed, soybean (bulk) Grain products (dry) .... Animal feeds and fodder ... Fruits and vegetables .. Copra and coconuts , .....

6,711 714
414
1,015
5

1,070 266 244 242
1

2,801

3

265.

21

101

5

39

594 2,246

164

16

27

21

72~'

Coffee and cocoa ...

33

31

2

Sugar and molaases

80

61

1

15

3

Beveragee Teas and spices ........



~

1

3

1

Seeds and nursery stock .

8

3

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

~

~

2

3

7

Tobacco (unmanufactured) 235

Rubber (except rubber goode)

30

Gums & resins( except naval stores

1

180

25

30

17

1

12

1

!laval at ores .. 24o Veg. dyeing & tanning materials 12

14

114

lOS

ll

1

1

3

Cotton (unmanufactured) ... Wool and hair . Textilea ...... Fibers and products ............ . Logs and timber ..
Lumber .. Cork and products Wood pulp ... Paper stock ......
Paper ................ Coal and Coke ....
Petroleum and products .... Asphalt and pitch
Clay,chalk,atone,sand, & cement
Sulphur ..... Non-mett~lic minarala . Oru ...................... Iron and steel .. Metal ecrap ........ Metala,n.e.a.(not iron,ateel, or

1,082 12 4o 30 420
1,288
3 121
83 133 8,264 1,285 185 313 574 83 756 2,071 2,706 336

51

32

863

136

10

1

1

24

7

7

2

22

7

1

10

14o

2~

72

646

452

3

2

1

24

3

85

9

45 70

4

3a

35 25

918

69

87

20 7.170

626

6

37!!

274

1

55

64

64

2

116

27

19

137

4 36 153

5~~
67

1

~a

!! 522

1,432

~

454

90

S6

1,495

224

666

312

9

145

!!9

102

precious)

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

305

4

53

23

608

2

22

12

Machines (small) ani appliancee

31

28

1

1

1

Glals,porcelain,and earthenware Rubber goode .. Manufactured goode Building m~teriala, n.e.a Medicinea,irugs,& toilet prep Chemicals Paints and pigment& .
[ Phospi:late rock _......

28
20
64 78
ll
330 106
1,078

18

1

5

16

46

1

10

24

2

27

6

5

199

2

21

19

go

1

117

960

2

2

4

7

24

1

95

13

7

' Fertilizer, n.e.s ........ 350

262

10

33

2

Crude drugs and essential oils

1

1.

Returned containar .... 16

12

2

2

Returnei goods ....

2

1

1

Explosives and ammunition ... 14

8

6

Mt scellaneous ..... 1,078

795

11

87

139

Tanker cargoes, total ... 21,783

597

Fr~ite and vegetables ...

1

1

Su~nr a.."ld nolas sea ...........

15

11

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

6

Wood pulp , ..............

16

Petroleum ani products .... 21,6~

511

Asphalt Mi pitch ..

31

16

Cla),chalk,stone,sand,& ce..,cnt

2

2

Iron and steel .......

12

12

Machinary (heavy) .......

2

2

Manuf~ctured goods .....

1

1

Building m~teriala, n.e.s ...

5

1

Chemicals ..........

45

23

PRint~ ani pigments ........

1

1

Miscellanerma .......

17

16

7.911

4

2

4

11

5

12,991

7,8!!!!

239

2

11

2

4

21

1

1

Source:

U, S. Maritime Conmissioa
21

'f.&B~ 5

WATIR-BOBH fOREI GB COIO!l:BC.Z

WAT~BORNJC IMPOliTS AlijD J:XPOliTS...-CAllGC TONliiAGJC, BY MAJOB. COMMODITIJ:S, AND BY COASTAL DISTRICTS: 19~

Bote,-In thousands of cargo tons of 2,2~ pounds. Leadera indicate no data or less than 500 tone

COMMODITY

IMPORTS

Total

I North-- I South
Atlantic ! Atlantic Gulf

Di~trict I District District

Impnrts, total .. 881 J>ry cargoes, 'total ............. 26,32

II 1 678
1,100

5,169 3,100

Live 10nimale

l

Animal,fish,&dairy,prod,{edible) 168

131

Hides &o skins . . . . 169

164

Cila{animal,fioh,& vegetable) 427

365

Animal product& (inedible).........

25

23

Grain,linseed,soybean(Qulk)....... 1,853

449

4

7

26

1

2

ll

Grain products {dry) . Animal feeds and fodder ~ruits and vegetablee Copra and coconuts . Coffee and cocon .... Sugar and molasses ,

47 353 1,654 293 1,198 2,617

27 158 889 44
810 1,664

l

4

ll

137

445

17

2~

143

744

Beveragee . 171

137

3

Teas and spices . . . . . . . . . . 88

71

2

Seeds ani nursery otock ,.... 165

127

! Tapioca and other starches 148

Miec,veg.producte {inedible)

9

137 9

Tobacco (unmanufactured)

30

27

Rubber _(excopt rubber ~c~ds) 828

727

Gums & reoins{ except M.val at oro;..,). 47

41

Naval to~ca . . .

1

1

Vcg.~ei~g &o tanning mat~rials .

117

108

Cotton {unmanufactured) . 103

98

2

1

5

2
32 3

6
l

Silk . . . .

22

9

Wool ani hair .. 166

157

Textiln . . . . . . . . . . . . .

85

70

4

Fibers &o products . . . . . 587

369

Loge & timber . . . . . 185

46

Lumber ... . . . 534

127

9

129

38

2

14

Cork & pro.iucts Wood pulp ... . . . . . . . . . . . . . .
Paper atoclt . . . . . . . . Paper . . . . . . Coal ani coke . . . . . . Petrole~ and products........... AapMl t end pitch . . . . . . . .
Clay,cha1k,stone,aand & cement
Nonmetallic minerals, n.e.s.
Ores ........'...... Iron and steel . . . . . . . . Metal scrap . . . . . . . . . . . . . . . . . . Metals, n.e.s.{not iron, steel or

145 1,944
18 930 24o
74 8
1,~81
210
6,348 39 7
642

145
5ia
361
197 64
g
1,169 139
4,866 26 4
616

g

53

105

244

24

5

1

1

866

4

6

precious)

Precious metals and et,nes

5

3

Machinery {heavy) ...

11

11

Vehicles ...........

3

3

Machineo{s~all)&app1iancee

l

l

Glass,porcela\n,&earthenware

58

39

1

Rubber go~ds ............. Menufa.ctured good a ....

J

3a

l

Building material~,~-- .. Medicinea,druge,&toi1et prep, Chemical ........... PAints & pigments ...... Phosphate rock .............
J't'rtilizer, n. o. ......

12
3
~~
3
1,093

9

2

2

56

22

16

39

1

3

273

453

283

Moa & kelp ...............

7

Crude drugs & essential oill .

45

R&turned containers .....

9

Returned goods ..........

6

Ji:xplosives &ammunition

l

Mi scellaneoua ............... 281

Tanker cargoes, total

13,557

Oile{Rnimnl,fish, &o vegetable)

94

Copra and coconuts ........

12

5 43 5
2
l
155 10,!!22
35

2
3

l

5

578 2,069

59

Sugar and molasses ........... 1,437

Pf!trolewn & Products . 11,726

Allphal t & pitch .. 118

Chemicals............. 159

P~\nts & pigments ..........

3

:aetiirnll". g~ods ..

8

958 9. 721
95 8
5

3

476

537 1,424

15

8

23

96

3

3

I Pacific

Great Lakes

District District

l I I 2,tt76

3,764

2,87

3,764

25

l

5

37

1

30

1,365

1

18

105

75

180

3

210

129

66 27 15
36

--T-

' l
6l

2

5

13

9

12

74

6

94

7

J65

26

80

1,261

4

123

238

43

10

132

312

2

64

372

242

g

l

4

20

2

18

22 1

5
l

74

11

2

1

2

l

41

79

89

12

44

32

Source: U. s. Maritime Comm1ea1on, Report Ho. 2610 22

TABLE 5 { COIOTliiUDL

114nR-BORn lOR.tlGll COMMJ:RC:a

U'l'J:B-BORBJ: IMPORTS .t.ND IOO'OBTS..-C4!!Gv TOIIli.t.Gil,Bt IUJQa
COMMODITIES, AIID B! COASTAL DIS'r!UCTS: 1940

los -lp Sh99tand or cargo tone of 2,240 pounda, Leader indicate no data or 1e11 \baD 500 \oe~

COMMODifY

Total

EXPORTS

North

South

4tlant1c Atlantic Oult

District Dl. strict Dtetrict

Pacific District

Gr.,t
Lalcee District

lb:porte, total "! '0 I> 0 I!! I> .. Dr)' cargoes, total , .... , ., .. 1~1.691

Live animal , ................... . Anlmal,fleh,&dair,r prod, (edible)

ald.nl .. !tidea &

!1 .. 0 0 0 I 0 0 0 !1 !1 0 I 0

011t(antmal,fisb.,& Tegetab1e)

Animal product (inedible) Graln,1ineeed,eoybean(bulk),,,,,,,,

Grain products (dry) ,,,,,,,,,

Anilll&l feed a and !odder , , , , , , , , , ,

fruita and Tegetablee O":;;ra and coconute .............. .. Coffee and cocoa , , ...... , , .,

36a 1~
71 3
2,915 !97
~~ 8 ~2

Sugar and molaeaee 201

Be..-eragee ....................... .

13

'reaa and eplcee , ............ , ... .

7

Seed and nuraery etock

11

'rapioca and other atarcb.ea

1

Miac,yeg, product (inedible)

5

Tobaoco (unmaDUtaotured) 120

Rubber (except rubber goode)

51

Oa.lle & reatne ( a:oept naval etoree)

3

laval st:ree .................. 11!0

Veg~dyeing & tezming material .. ..

23

Oot\on (~aotured) ......... ..

S95

Silll: ............................ ..

2

Wool and hair .

12

!eztllea ................... 11.bert & product , ............ ..
Loge & Timber

zir4s

%Amber 1,;204

Cork a. products
Wood pulp .

4J

Paper etock ..... , ............... .. 123

Paper ............................ .. . 6o1

Coal and coke , ................... . 13,1~

Petro1eam and product 1,770

.\ephalt and pitch ................ . Clq,challt,eMd,etone, 6 cement ... Sulphllr ......................... .. Hoametallic mtnarale, n.e.e,
Oree ............................ .. Iron and. atee1 ................... . Metal ecrap ... , ................. .. Metale, n.e.a.(not iron, eteel, or
prec1oue)

235 776
Ma
1,530 6,566 2,flo4
791

Machinery (hea'f7) ............... .,

,~

fahlclea ... Macb.inee(emall) 6 appliance

5736

Glaee,porcila1n,& earthenware

55

Jlubber ,;oodt .... :. , .............. .

30

MaDufac~red goode ~

105

Building material!, n.e.e. 157

Medicinee,druge,&to1let prep.

23

Cb!lltcal ..... ; .................. .

~

Painta & pip!llt! ,. ............. .

1~5

Pho8phate roCk .

731

J'erttll.Ier, n,e,a ............... .. 479

Crude druge & eeeential oile

2

Returned contaiDera .. ~

12

leturnecl coocla .

3

lzploeiT!! & ~1t1on

70

Miecellaneoul 1,063

tanker carcoea, total 12,710

01le(anima1,t11b.,6 ve,;etable)

1

Iugar and molasaea ............... .

19

IaTal Store .... :. , .... , , ,'

3

Petroleum 6 Products , J 12,588

Aephal t & pi toh ...................I

6

01q,chalk,t\oee,eand,6 cc!llt .... Iron & eteel

a

Building mater1ale, n.f'. , ...

1

Ohemlcala ............

55

Painte & pip!llt! ....... ., ........:

1

Pboephate rock .............. , .... .

T

Jle~rned container I ...............:

1

Jzp1oe1Tet & IIIIIJIIWiltion ...........:

1

llieoe11aneoa.e ... , : ........ , .. , , .1

16

17,877

723

4

199

16

10

52

2

l,SilO

427

2

97

I!

137

4

1

36

163

I!

~

1

1

5

106

1

30

2

1

19

65

18

1

47

15

2

10

37

s

25

l1

42

136 2 16 TO

--ST
34
2

11()1

lT

2,625

79

61!0

7

74

197

2

3

S2

1

1114

2

5.464

5S

1,029

191!

573

1149

1

55a

2 1

39

l

i

2 2

17

3!3

2

30

29

19

!1.9~ 1---21

1

10

2

!50

1

799

11

1162

1

19

11()6

5 3
l1

15

ll 46CI
6,211 l 27 5
2 21!
2 1
13 5
10 5 57
.363
104 1
101.
~~
69 96
7~
10 686 685 141
30 7
1 6
1 12
55
5.25!
5,211
2
re-
T

Q.U1

121

1

5

12

288
237 10 161

4

3

3

1

3

2

1

1 15

2 1
99

1

1

!"

1~

617

1

1~~

5 3

81

1

44 I 10,229

371

3S

92

73

II()T

1

15

73

s

3

1o3T1

127

231

375

117

76

23

1

10 1 2

,__1
.s

8

I!
64

1

102

16

14

2
8
89 ;,643

1
4
1
1 1 1

1Gazoe1 0, s. Karitiae Oo.mleeloe, B.port lo, 2610 23

France, Germany and Sweden
In Asia-India and Malaya In South America-Chile
Commerce of Savannah The commerce passing through Savannah has
in general shown a rising trend in the past few years. This has been chiefy due to the coastwise trade which over the years reviewed has been substantial in amount and increasing. The foreign commerce of Savannah has ,however, declined and is characterized by traffic consisting of raw materials produced and consumed in the local area. Trade with localities outside the local area is needed.
Plate 9 shows graphically the total tonnage of waterborne commerce through Savannah and its valuation from 1915 to 1941. Plate 10 shows graphically the commerce of Savannah broken down into various kinds of traffic for the period 1929-1939. The data for the graph of Plate 10 is indicated in Table 6 and Plate 11 shows in graphical form the various kinds of traffic and the average tonnage of the commodities handled during the same period. For more detailed information on the yearly tonnage of the various commodities passing through the Port, the reader is referred to "Port Series No. 10" of 1940, a joint publication of the Army Engineers and the Maritime Commission, and also to the publication of the United States Department of Commerce "Foreign Commerce and Navigation of the United States for 1941."
A large part of the increase in total tonnage is due to petroleum shipments which are in a special category, as the movement of petroleum is generally affected by other than the ordinary factors which control traffic to a port. Drop in value between the years 1920 and 1932 appears to be due principally to the loss of cotton shipments.
It further is evident that the increase in tonnage moving through Savannah has been in connection with the coastwise trade. The data there:. on has been assembled in Plates 12 to 15, inclusive, which show graphically the toiUlage trends of principal items of cargo passing through the Port between the years 1924 and 1938, and prior to the time when war conditions exerted abnormal effects. They are approximate to the extent that any item of cargo which did not exceed 5000 tons over one or two years is classified as mixed cargo. For the purpose of this analysis, mixed cargo and general merchandise can be considered as one item.

From a review of these graphs, it will be noticed that about 60 per cent of the commerce of Savannah is coastwise in nature; that this coastwise commerce has been substantial over the period shown and is increasing; and that there is a balance between tonnage shipped and received if petroleum, bunker coal and bunker oil are excluded from consideration. In the consideration of balance between outgoing and incoming tonnages, petroleum and its products are not taken into account, as the movement of this cargo is due to special conditions and is not subject to conditions affecting the general development of a port. Bunker coal and bunker oil are also excluded because they do not properly constitute items of freight.
It will be noted from Plate 14, in connection with coastwise shipments, that there has been an increase in paper and paper products, but the principal item of interest is the increase in mixed cargo and general merchandise. In so far as coas~ wise receipts are concerned, there has been an increase in the tonnags of sugar and paper, but outside of this, as in the case of shipments, the trend of increase is in mixed cargo and general merchandise. We have, therefore, three factors which lead to a conclusion that coastwise waterborne commerce is in a healthy condition: (1) It is balanced; (2) it is increasing, and (3) there is a general increase in mixed cargo and general merchandise. It is obviously the result of a favorable freight-rate situation (as will be discussed in detail later), plus the result of a normal interchange of products between the South and Central parts of the United States on the one hand and the East on the other. This commerce it is be lieved should increase with the development of the South.
Analyzing foreign trade, export and import, indicated in Plates 12 and 13, we exclude from consideration petroleum and bunker cargo. Scrap iron is also excluded from consideration on account of great shipments of it being solely due to war conditions. With these items excluded it will be noticed that foreign trade, export and import, over the period, averages to a nearly balanced condition with a slight preponderance of imports, made up chiefly of fertilizer products. The trade is tending, however, to become unbalanced, imports exceeding exports, due principally to two factors: the decline of cotton on the exports side and the increase in fertilizer on the import side. Substantial increases of tonnage of

24

TABLE 6

SUMMARY-WATER-BORNE COMMERCE -

Foreign

Domestic

Year

Imports Exports

Total

Coastwise

Internal

Receipts Shipments Receipts Shipments

Local

Orand total Total

1929.--------------------------------------------

11199933320.1------.-----------.---------------------.-.--.-.--.----.--.--..---------.--.---------------------.

1933................

1934....................

1935.......

t.:l CJl

1936...........

1937....

1938....

528,179 603,052 461,991 265,695
358,883
400,774 435,909
607,526
642,343 482,377

Jlve~e. 468,673

-----~-------

----

-------~

--~~-

388,914 310,470 339,393 279,277 295,600 303,867 375,158 371,855 443,750 318,268 342,664

917,093 913,522 801,384 544,972 654,573 704,641 811,067 879,381 1,086,093 800,645 811,337

982,689 935,032 982,536 839,181 1,002,510 1,083,978 1,297,074 1,519,005 1,607,600 1,654,331 1,100,403

383,263 279,1iM 616,618 411,123 478,742 494,167 646,840 604,000 &27,835 6W,838
494,098

157,077 80,357 38,809 26,<HK 41,100 38,395 24,387 70,327 131,784 214,290

10,160 27,107 14,369 20, i3 39,780 36,909 27,971 34,691 32,822 50,219

26,838 34,426 245,964 193,749 208,060
164,~
170,160 149,650 121i, 241 128,811

82,271

29,496 144,696

- - - -~----~

Summary of water-borne commerce at Savannah, Ga., 1999 SAorltou

Imports_--- ____________ ---- __ - ___ -.-_--_------_------- __ .;... 449,495

CEoxapstowritses-r-e-c-e-ip-t-s-_-_-_-_-_-_-_-_-_-_-_-_------------_-_-_-_-_-_-_-_-_-_-----_-_---------_-_-_-_-_--_ Coastwise shipments________________________________ --- ___ _ Internal receipts __________________________________________ _

413,632 1,734,027
735, 165 150,655

lLnotcearlntraflfsihc i_p__m__e_n_t_s_-_-_-_-_- -_-_-_-_-_-_-_-_-_-_-_-_- -_-_-_-_-_-_-_-_-_-_-_-_- _- -_-_-_-_-_-_-_- -_

65,189 118,047

Total traffic ______ ,.. ____~----------------------------- 3, 666,210

1,1i59,017 1,356,486 1,798,296 1,491,080 1,770,282 1,817,513 2,066,432 2,377,673 2, 52li, 372 2,647,489

1,940,8M

~

~-

2,476,110 2,270,008 2, 599,680 2,036,052 2,424,851i 2,522,164 2,876,4911 3,21i7,0M 3, 611,4611 3,448,131 2, 752,201

mixed cargo in both exports and imports are, however, indicated.
On the whole, it is evident from the charts that there is a general decline in imports and a marked decline in exports. The principal decline in exports, which is in cotton, may be ascribed to foreign competition, but also may be ascribed to the industrialization of the northwestern half of the State and the building up of a large textile industry.

Present exports are largely raw materials of the type produced in the local area; imports are principally raw materials of the type consumed in the local area. There is not enough .of this at present for intensive development of the Port. The future of export trade through Savannah appears to lie in the securing of general cargo from points outside the local area; likewise, the area to which imports are sent through the Port must be increased.

26

SECTION III. FREIGHT RATES

Studies of the local freight rate situation do not reveal any reason for decline of foreign com-merce through the Port.
The Port of Savannah is affected by freight rates existing over a large part of the United States. The following discussion of freight rates is a gelleralization on a subject that is highly technical, intricate, and constantly changing in detail. Quotations and data have been selected primarly 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 tariff quotations. Such references represent relative situations even though 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 pre-requisite 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 A 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 southeasterll; area affecting the commerce to, from and through Savannah. 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 I.C.C. 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 purpose of
*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.

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 key-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 com-
as modity rates are low, class rates are high
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.

27

Comparative First-Class Freight Rates in the Several Territories Prior to March 18, 1942.
According to House Document 137, 78th Congress, 1st Session

Territories

Distance in Miles 25 100 200 400 700 1000

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 TrunkLine, Zone IlL_ .51 .90 1.23 1.72 2.44 3.00

Western TrunkLine:
Zone ! ____________ .42 .73 .97 1.36 1.96 2.40 Zone IL__________ .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 I.C.C. 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 ponit 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 (Official) Eastern Southern Western

Building MateriaL______

30

30

Containers

Min. Wgt. 14000#------Min. Wgt. 20000#---Min. Wgt. 30000#-----Cotton Piece Goods_______ China, Clay_________ Cotton Yarn__________

(3) 60 50 40
(1) 50 (3) 19 (1) 45

55

55

50

50

40

40

50

70

17.a

45

Cullet ------------ (3) 20

15

Dry Goods ---------- (1) 78

78

Dowels ________ (!) (2) 115

115

Drums, Fibre ----------- (3) 60

55

55

Envelopes ---------

45

45

Eggs ------------- (3) 65

60

Excelsior - - - - - - - - (1) 27.a 27.a

Furniture

Chairs, Wooden______

50

50

Chairs, Metal_____

(3) 70

65

Fertilizer Materials______ (3) 22.a 18

Fruit

Apples -----------------------

35

Watermelons -------

30

Glass, Rough, Rolled_______ (!) (3) 31 .a

Handles, broom-mop________ (!) (2) 115

35 30
27% 115

Hay ---------------------- (3) 32.a 25

Lamp Posts_________________ (1) 35

35

Meats, fresh_______________ (1) 45

47%

Mica, crude-scrap_________ (3) 22.a 17%

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

22% 27%

Newsprint----------------

25

25

Poles, unfinished, curtain__ (!) (2) 115 115

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

Soap Stone, crude, ground (1) 15

15

Stone

Paving, Flagging___________ (3) 20

15

17%

Rough ---------------------- (3) 22% 17% 20

Dressed ----------------------- (3) 27% 22% 25

Carved -------------- (3) 35

30

30

Talc, ground, pulverized._ (1) 18

18

Tanning Extract ------------- (1) 28

28

Tires, Pneumatic

Min. 20000#------------ (1) 37

37

Min. 30000#------------------ (1) 30

30

Vegetables

Cabbages, Onions___________ (3) 35

32% 30

Potatoes --------------------- (3) 32% 30

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

28

Another example of the situation is shown in
the following tabulation which gives the relative
revenues per ton obtained by railroads in Official ~s compared to Southern territory, broken down

so as to indicate the contrast beween revenues from manufactured products and revenues from those products which are essentially raw material or lightly processed:

EASTERN (OFFICIAL)

COMMODITY GROUP

Tons Originated

Products of Agriculture___________________________________ Animals and Products____________________________________
Products of Mines______________________________________ Products of Forests______________________________________

20,771,864 4,726,540
282,701,486 5,253,664

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

SOUTHERN

Tons Originated

Freight Revenue*

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

$ 91,160,264 21,569,500 361,048,839 71,484,312

313,453,554

$942,499,945

250,683,863

$545,262,915

Revenue Per Ton----------------------------------------------------------------------------- $3.01 $2.18 is 70% of $3.01

$$2.18

Manufactures and Miscellaneous_________________ 199,140,599

$901,343,494

45,321,550

$289,546,979

Revenue Per Ton__________________________________________________________________________________ $4.53

$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 the 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-rates 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 a 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 Savannah 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 Ap-. pendix B. 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 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, 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 terri-

29

tory 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 in 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 interterritorial 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 that 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, 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 rate may become even greater in that the classifications will be extended and simplified toward 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 travel on commodity rates.

Rail-water rates were not considered by th~ 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 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 Savannah is in an advantageous position is roughly equivalent to the northern half of the State of Georgia. More exactly the boundaries of the area are shown on the maps of Plate 16 following, which indicate that the northern limit of the area is roughly a line drawn from a point on the coast at Beaufort to Murphy to Chattanooga. From this point the boundary proceeds southward following the western border of Georgia to Newnan after which it runs northeast to Atlanta and thence southeastward to the coast to a point just north of Brunswick. The following tables give the data by which this area has been determined. It will be noted that in some cases rate-base numbers or "mileage factors" have been used and that in other cases actual rates 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.

FIRST-CLASS RATES TO SAVANNAH, GA., AND CHARLESTON, S. C.

FROM POINTS ADJACENT TO GEORGIA-SOUTH CAROLINA LINE

(In Cents per 100 pounds; Governed by Southern

Classification)

TO

FROM

Charleston

Augusta, Ga.____________________ 97

Atlanta, Ga._____________________ 139

Anderson, S. C.______________ 121

Abbeville, S. C.____________ 114

Barnwell, S. C.______________ 84 Dalton, Ga._____________________ 160

Greenville, Ga.____________ 152

Greenwood, S. C._________________ 114

Hampton, S. C.___________________ 80

Macon, Ga._____________________ 130

Murphy, N. C._____________________ 160

Port Royal, S.C._____________ 73

Savannah 94
130 119 112 80 152 130 112
70 110 156
65

(Tariff authorities: (Ga.) I.C.C. 520, in effect June 20, 1940; (N. C.) I.C.C. 515 in effect July 20, 1940; (S. C.) I.C.C. 516, in effect June 27, 1940.)

30

RATE-BASE NUMBERS "MILEAGE FACTORS" DETERMINING CLASS RATES FROM LOCAL POINTS

TO

FROM

~~..c:~:
00

I
~"' s::
..c~:: .s
C,)

oI ..Q..) ~:.a

Beaufort, S. 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 Nashville, Tenn.__________ 548 564

362 113 465 620

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. 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 between adjacent ports is also indicat~d on the maps of Plate 16 and the general agreement is apparent.

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 substantially the same.

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 tariff (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 Savannah should have the benefit of equivalent class export and import rates at least from the Chattanooga area including northwestern Georgia.

The area in which Savannah 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 cheeked by the rates on other commodities. It will be noted that the import-export area, however, includes some territory in southeastern Tennessee and southwestern North Carolina; in general, Knoxville and Asheville may be considered as competitive points.
Generally, it is evident from an examination of the character of exports and imports through Savannah that the commodities exported and imported are those of local production or consumPtion. According to Port Series No. 10 of 1940:

"It is estimated that about 90 percent of the import and export traffic handled at Savannah and Brunswick originates at or is destined to points in Georgia, southeastern Tennessee, southwestern North Carolina, and southern South Carolina. More definitely the territory is that circumscribed by a line drawn from Beaufort, S. C., through Hampton, Aiken, and Walhalla, S. C., thence northeasterly to Asheville where it swings west to Knoxville, thence along the line of the Southern Railway to Chattanooga and southeast through Atlanta to the Atlantic seaboard at a point just north of the Florida line. Some points in southwestern Georgia are more readily accessible to Jacksonville and are served by that port rather than by Savannah or Brunswick.
"The remaining 10 percent of the export and import traffic either originates at or is destined to points in Alabama, Tennessee, Kentucky and North and South Carolina outside of the area above delineated. Occasional movements to and from Ohio, Arkansas, and Mississippi also have been noted."
We have looked into the question of coal rates from the Clinchfield area to Charleston, Savannah and Brunswick, and these are shown on the following table:

COAL FROM CLINCHFIELD

EXPORT (Cents per Ton, 2240 lbs.) ______
LOCAL (Cents per Ton, 2000 lbs.)______

TO Savannah Brunswick Charleston

267

282

252

Fine Other Fine Other Fine Other

285 330 303 348 275 320

Tariff Ref.-(CC & 0 I.C.C. 177; CC & I.C.C. 163)

It will be noted that there is a 15-cent differential between Savannah and Charleston on the export rates while there is only a 10-cent differential on the local rates. This is an abnormality and should be corrected with sufficient export of coal from the Clinchfield area through Savannah.

31

TABLE 8 LOCAL COMMODITY RATES FOR EXPORT AND IMPORT
Import Fertilizer Rates (Rates in Cents per Ton)

TO

FROM

New Orleans Mobile Brunswick

Savannah Jacksonville

Knoxville, Tenn. _________ 515

515

470

470

475

Chattanooga, Tenn________ 460

460

470

470

470

Asheville, N. C.______________ -

-

400

345

430

Birmingham, Ala. ________ Nahunta, Ga. ---------------- Moultrie, Ga._________________ -

295

470

-

75

470

470

120

105

380

195

205

195

Montgomery, Ala. ________ 380

295

470

470

470

Nashville, Tenn. ____________
Columbia, s. c.______________

490
-

490
-

535 230

535 175

535 290

Augusta, Ga. ------------------ 520

490

220

165

275

Valdosta, Ga. -------------- 465

390

155

185

155

Murphy, N. C.______________ -

-

460

460

460

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

Charleston 470 470 345 470 195 310 430 535 165 175 265 460

Export Cotton Piece Goods (Rates in Cents per 100 pounds)

FROM

New Orleans Mobile Brunswick

Kannapolis, N. C.__________ 62

62

46

Asheville, N. C.__________ 62

62

52

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

TO Savannah
35 38

Jacksonville Charleston

46

33

52

JS

Export Iron & Steel Articles (Rates in Cents per 100 pounds)

FROM

New Orleans Mobile Brunswick

Birmingham, Ala. ________ 37

31

43

Chattanooga, Tenn.______ 48

42

42

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

TO Savannah
43 41

Jacksonville Charleston

44

46

46

44

Norfolk 470 520 425 470
560 335 440 520 480
Norfolk
Norfolk

32

Export and Import Rates to the Interior
Savannah, 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 Savannah to Jacksonville, Mobile, New Orleans, and Norfolk. These studies do indicate that on a rate basis Savannah could compete for export and import shipments to and from a substantial part of Central Freight Association Territory with the possibility of obtaining trade out of Western Trunk Line Territory. Ocean rates are on a parity with those of competing ports.
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-and-ShortHaul-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 com~ petition among the ports, the railroads were soon forced to accept as their proportion of the throughrate 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 foundation of our present day freight rate structure. From this decision follows the conclusion that if our country were to engage in foreign trade in competition with foreign countries, the various ports of this country would have to be considered in a collective sense as one national port in so far as export and import traffic was concerned.
The export and import freight rate structure of the South Atlantic ports is of more recent origin than that of the North Atlantic ports. There is a record of an import rate established by the Central of Georgitl Railway on September 15, 1909 for traffic to certain points on the Illinois Central Railroad in Central and Vvestern 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
*Import Rate Case-Texas and Pacifiic Railway Co. vs. I.C.C. 162, U.S. 197, 40 L. Ed. 450 decided March 30, 1896.
**169 r.c.c. 20.

33

WILl 9
IMPORT ALL-:uu. CUSS RATQ
(In cemta per 100 pounds: governed by official classification; in effect ~ 20, 1937) ':0 Ciil CAGO: ILL.

J'rn Shipa14e
Bal tiaore, Md, ............................. . Bo1ton, JCae lev York, I,T.............................. . lorfolll:, Va, .............................. .. Philadelphia, Pa. ............
WUaincton, JJ,C, .......................... .. Cbarleaton, S,C, ......... , Savannah, Ga. Brunavicll:, Ga Jackaonville, J'la, ........................ .. Penaacola, lla. .............. Mobile, Ala, .......... , ........ Gulfport, Miaa............................ .. Paacagoula, Mia a. .. ........................ . llew Orleana, La. . llalveaton, 'l'exaa ........................... . B011aton, 'l'exas ............................. . 'l'exaa Ci t;r, Texaa .......................... . Port Arthur, Texaa ............ B6&U.mon t, Teua Orange, Texaa ............................. ..

1 lijo 148 lij8 lijo 142
alijo b 130

""Ciaaaea

2

3

ij

5

119

98

127

101

127

101

119

98

121

99

70

49

73

52

73
70 71

'5~0

a 119 b 109

a 98 b 89

a 70 b 65

a 49 b ij6

6
~
42
~
a J9 b 36

Baltimore, Mi.............................. .
Boa ton, Maea, ............... .. .... .. Nev York, N.Y ...........
Norfolk, Va ..................... .. Philadelphia, Pa. .. ....................... ..
Wilmington, ll, C, , , , ..
Cllarleston, s.c................ , ...
Savannah, Ga. ............. , ............... . Brunswick, Ga......................... .. . Jacksonville, na......................... .. Pensacola, i'la. , . . Mobile, Ala............................... .. Qulfport, Miu..... , , ...................... . J>aocagoula, lei u. .. ........................ . ltew Orleans, La. ......................... .. Galveston, Texas ........................... . Houston, Texas ... Texaa City, Texas .............. :Port Arthur, Texas ........................ ..
Beaumont, Texas ................. ...... .. Orange, Texas

lliT ~ '1'0 CINCUlll.lTl, OHIO

124

107

124

107

116

99

118

101

a 116 b 106

a 99 b 89

81 84 84 81 82
a Sl b 72

58

ijl

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

Baltimore, Md ............................. ..
Boston, Mae .. Bev York, ll.Y. Norfolk, Va. .......... Philadelphia, Pa. .........
"Wilmington, N.C ............................ . Charleston, S.C ................ Savannah, Ga............. . . Brunswick, Ga............................ .. Jacksonville, l!'l.a ......................... .. Pensacola, .i'la. ............... Mobile, Ala................................ . Oulfport, Miss...... , ...................... . Pascagoula, Mise, .......................... . Hew Orleans, La, ........................... . Galveston, Texas .......................... .. Houston, Texas ...................... Texas City, 'l'exas ......................... .. Port Arthur, Texas ........................ ..
Beaumont, Texas ........................... .. Orange, Texas .............................. .

TO ST. LOUIS, MO.

-

153

130

161

138

161

138

153

130

155

132

al4o b 130

a 119 b 109

107 110 110 107 lOS
a 98 b 89

77

54

80

57

80

57

71

54

78

55

a 70 b 65

a 49 b 46

42 l!.5
45
42 43
a 39 b 36

a Rates ahown apply on traffic imported from Asia, Jnetralia, New Zealand, Central America, South Jmerica, Philippine Islanda, and ln~lar poeseseiona of the United States,
b Ratee ehown.apply on traffic from IUrope and .A.trica.
Juthorityl Agent W,S, Curlett' 'l'aritf I,C,C, ~354 and ~ent K.B. Bo;rd 11 tariff 1021-0, I.e. c. 11,

34

-""i'ORT .ALL-RAIL CLASS RATES
(In cent& per 100 poundo; governa:i by official claoo1ficat1on; and in effect Ma7 20, 1937)
FROM CHI ~AGO, ILL.

To Shlp11de

Clasoea

1

2

3

4 I

5

6

Bal Umore, Md. , ,

Booton, Mass ................................ .

New York, II. Y. ............................ .

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

Phlladelphia, Pa... , ... , .. ,

Wilmington, II. c................. , .......... .
1 Charleaton, S. C.................. , ........ ..
SaTannah, Ga. , ........... , .........
J Brunowiclt, Ga , ...... , ................... .

a 14o b 125

JacltoonTU1e, Fla........................... .

119 122 122 119 120
a 119 b 104

98 101 101
98
99

a b

98
~9

70
73 73 70
71

a b

70 65

49
52 52
49 50

a b

49
46

~~
42
~

a b

39
36

Mi&lli, Fla ................................. ..
Tampa, Fla...............
I Port Evergladea, Fla............ , ........... .
Port Tampa, Fla............................ ..

c 172

c 142

c l02t

c 75

c 61

Penaacola, Fla.... , , ........... , , .. .. .. " Mobile, Ala. , . , ............. Gulfport, Mtaa, ............................. . l'aacagou1a, Mi81 ........................... .. Nev Orlean e, La. .................. al4o Galnaton, Tex ...... b 125 H01uton, Tex. , ..........
Te:u.a Ctt;y, Te:r. .. ......................... .. Port Arthur, Tex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beaumont, Tex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Orange, Tex , ............

a 119 b 104

a 98 b 89

a 70 b 65

a 39 b 36

~--------------------------~F~RO-M-C-IN-C-IN-NAT-I, =O-HIO---~------~----~~----~------~

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

116

Booton, Maeo ................................ .

119

llew York, 11. Y. , , , , ...

119

lilor!olk, Va................................. .

116

Pb.1ladelphia, Pa. .......................... ,

117

Wllmillgton, II. C............................ .

1: Cb.arleoton, S. C. , , . , .. , ...

116

Savannah, Ga. .. ............................ ..
J Brunowicl<, Ga. ............

101

Jacl<aonv\lle, Fla. , , .........

Mi..,i, Fla................................. .. T&~~p&, Fla .................................. .
Port lvergladea, Fla. .. ..................... , Port Tampa, Fla. .........

Penaacola, Fla. .. .. , ................ . Mob1le, .Ua........... ..........
Gulfport, Mi ............................... .. Paacagoula, Mloo ............................ . Jew Orleana, La. , , , , . , , , .... GalTeoton, Tex. , ........................... .. Houston, Tex ............. Texeo Ctt;y, Tex ............................ .. Port Artbar, Tex . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Beaumont, Tex .....................
Orange, Tn.................................. I'

a 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 90t

c 67

a 58 b 53

a 41 'b 38

32
35 35 32
33

a b

32
29

c 54

a 32 'b 29

lROH ST. LOUIS, MO.

Baltlore, Md., ............................. ..

153

Booton, Mau. , , .........

156

Jew York, II, Y, ............................ ..

156

llorfollt, Va , . , ..... Pb.lla:ielphia, Pa..............

i~

}"'~ WUmington, II. C.. , ... , ........
Cb.arleaton, S. C , .. , ............. SaTannab., Ga. , . , . , .. ,

b 125

Brunavlcl<, Ga ..................

Jacksonville, Fla. ....................

Mla~~l, Fla. .. ................... ....... : . .. . Tampa, Fla. .......................... ] Port lnrgla.iea, Fla........................ . Port Ta~~pa, Fla. , ....................

c 19ot

Penoaco1a, Fla. , .................. MobUe, Ala. , .......................... Gu-lfport, Mlu.............................. . Paecagoula, Mill .................... llew Orlean a, La. , .................... Galveston, Tex. , ............ Houeton. Tu ............................... Texae CHy, '!'ex............................. . Port Artbar, Tex ........................... .. 'Beaumont, Tez . .............................. Orange, Tex................................ ..

>: 128 113

130 l-33 133 130 131
a 11,
b 10
c 162
.. 109 b 94

107 110 110 107 lOS
a 98
b 89
c 134
a 90 b Sl

77 80 80 77 73
a 70 b 65

54
57
~
55
a 49
b 46

c 96t

c 71

a 64 b 59

a 45
b 42

42
45 45 42
43

a
b

39 36

c 57

a 35 'b 32

: Batao app1;y for export to lnaular poaoeee1ono of the United Stateo, the Canal Zone, Central an:i South Aaerlca, ate. Bateo apply for export to lbrope an~ Africa.
0 Ratea appl;y for export to Cuba onl;r. llo rate publlohe:i to Jlurope, .t.fr1ca, or So-.1th America
.lathortt;y: .&f;ent B. T. Joneo' I.C.C. 2767 ani .&f;ent I. B, Bo;y:i'a TarH! 1016-G, I.C.C, 10.
35

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 of 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 33 V3% 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, however, 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 Feright Association territory. They also had lower rates than the Gulf ports to the aforementioned 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 193S.
In 1930, carriers serving the South Atlantic and Gulf ports applied to the Interstate Commerce Commission 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 Applica. tion No. 2040, 169 I.C.C. 13, Dec. 2, 1930). 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
*Ex Parte 74.

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 forign origins or destinations served.
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 is 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 territory were removed and differentials at the southern 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 the following:
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

36

~ JU.ILROJD RA'D'.S l11port all-rail claaa ratea !roll ~hipeida at lorth Atlantic, South Atlantic, and Oul! porta to repreeentatin pointe in Central lreio;ht A11ociation territor)', (In centa per 100 pound a; goYerned b;r official claosi!icationl

Claaeea

1

2

J

4

5

6

To Chl ca&o, Ill. , fro,._

Boeton 162

139

111

80

57

45

Philadelphia 156

133

109

lor!olk 154

131

lOS

7S 77

~

43 42

Nav York 162

139

111

80

57

45

BalUaore ............................ . 154

131

lOS

77

~

42

So11t.tuon. porta in gro11po 1,2,3 A 5:a

~\ :::::::::::::::::::::::::::::::

154 144

131
121

108
99

77 72

54
51

42 39

To Cincinnati, Obio, fro.,_

Bo1ton . 136

117

93

67

4s

38

Philadelphia .... ., ,. .. ., ............ .. 130

111

91

65

46

36

Norfolk ............................. .. 12S

109

90

64

45

35

Hew York . 136

117

93

67

48

3S

Balti110re .... ., .................... o\ .. 128

109

90

64

45

35

South"bn porto in crwpo 1,2,3, A 5:

~ 128 b ::::::::::::::::::::::::::::::: 11!1

109 99

90
81

64 59

45 42

35 32

<;;;)
-l

To Cairo, Ill., from-



Boa ton lSO

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

~~

123 121

89
S7

63 61

~

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

146

120

86

60

47

lev Tor:t : 180 Balthore ......................., ... .. 172

~~

123 120

89 86

63 60

~

Sollthgrn porto in groupo 1,2,A 31

:b ::::::::::::::::::::::::::::::::

128 118

109
99

90
81

64 59

45 42

35 32

Sou\hern porta in groupo 5:

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

141

120

131 110

99
90

71 66

~

39
36

To lvannille, Ind., fro.,_

Boeton 166

142

114

82

58

46

Philadelphia ., .................... .. 160

136

112

80

56

44

lorfolk ............................. .. 158

134

111

79

55

43

Hew York . 166

142

114

82

58

46

Baltl,.ore ....................... "&"' 158

134

111

79

55

43

8o11\b8rn porto in grov.po 1,2,3, il5: A,b

141

120

99

71

49

39

.Bb ............................... . 131

110

90

66

46

J6

To Indianapolio, Ind., from-

Joaton ................ .... ..... 149

128

102

74

52

42

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

122

100

72

50

4o

Jorfollt ............................. .. 141

120

99

Jew York ............................ .. 149

l2S

102

71 74

49
52

a~

Baltimore , 141

120

99

71

49

39

So11thern porto in groupo 1,2,3, il5:a

~B

141 131

120 110

~

l~

~

~6

Claooao

1

2

J

11

5

6

1'o Louhville, X7., from-

Boat on , .......... , o 153

131

105

76

54

43

Philadelphia , , .... , ... , ............ .. 147

125

103

74

52

Ill

Jor!olk .............................. . 145

123

102

73

51

4o

Hew York ................................. , 153

131

105

76

54

43

Baltimore ............................ . 145

123

102

73

51

4o

Sout~~~:~~~~ ~~. ~:~~:~. ~: ::~: -~ :~: 12S 109 90 64 45 35

Bb., ............................. , lU

99

81

59

42

32

To Milvankee, 'llio., fron>-

Boeton .................. , . . 162

139

111

so

57

45

Philadelphia , .............. : ........ , 161

136

114

82

56

44

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

134

113

81

55

43

law York , ,, 167

142

116

84

58

46

Bal t11Bore , o ..... 159

134

113

81

55

4J

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

~ 159 b ::::::::::::::::::::::::::::::: 149

134 124

~~

81 76

55
52

43 4o

Southet;n porto in group 51

~ 159
b ::::::::::::::::::::::::::::::: 159

134 1}4

113
113

81 81

55 55

43 43

To Peoria, I 11., !rom-

Boston o,. 0, , o 171

147

117

85

60

48

Philadelphia .. ., ... , ............... .. 165

141

115

83

58

46

Norfolk ............................. .. 163

139

114

82

57

45

lev York . 171

147

117

85

6o

4s

Baltiaore ............................ .. 163

139

1111

82

57

45

Southet;n porto in grwpo 1,2,), A 5:&

~ i~ b :::::::::::::::::::::::::::::::

131 121

lOS 99

77
72

54
51

42 39

!o St. Louie, Mo., froJt-

176 Boeton ............. , o ............

151

121

87

62

49

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

145

119

85

6o

47

ll1orfolk ......................... o 168

143

118

84

59

46

Nev York ............................. . 176

151

121

87

62

49

Balt110ore ............................ . 168

143

118

84

59

46

Soutt:grn porta in ,;roupa 1,2,3, & 5:

154 A , . , , , , .................. ,. ...

131

108

77

54

42

Bb ...... , ........................ .. 144

121

99 72

51

39

(a) Gro11p 1 porta include Glll!port, llobile, New Orleons ond gr011p, Ponama City. Pasce-

gollla, Pensacola, ond others. Group 2 ports inclllde Galveston, Ro11ston, Texas City; Clinton,

Freeport, Brazoaport, ond others. Gro11p 3 ports inclwle Port ArtJIIll', Beaumont, Lake Charles,

Oronge, ond others. Grollp 5 ports include Brunsrlck, Charleston, Fernandina, Jacksonville,

Savannah, lliliiLington ond others.

(b) "A" indicates that rates are applicable On traffic iaportsd from Canal Zone, Cuha,

insular posaeeaiona o! the United States, ond all origin not in the United States (inclwi-

ing Alaaka), Canada (including .It~ Edward bland, He Brunerlck, ond llova Scotia), New-

a follftdlond, Europe, Africa, and the Islonds of lliquelon ond St. Pierre.

indicates that.

rates appl.J' on traffic illlported fro:n Europe ond Africa.

Tariff authorities& Agent Jos. Hattendorf's l.C.C. 40, in effect June 8, 1940; Agant

I.N, Doe 1 s I.C.C, 362, in effect May 22, 1940, ond Agent J.S. Cllrletts I.C,C, A-574, 1D

effect Apr. 12, 191,0.

po~t all-rail olaoo ratH to ohlplide at lorth Atlantic, Soo1tb Atlantic and Gulf Porte fro repreoentaU polnto ln O.,.tral J'relcbt Aooociatlon terrlt017 (ln CUltl per 100 pOilllllo; cnerne4 b;r official claooitlcatlon)

Cla

1

2

3

5 6

Cla1111

r

2

j

4

5 6

J'roa ,Chicago, Ill, to-

Boston 157

134

111

lew York ................. , . 157

134

111

~~ Phlladelphla ......................... .
Baltl~>ore ..........

132
131

109 lOS

Norfolk ....... 154

131

108

Sout~rn porto ill croupo 1,2,31-518

A .. 154

131

108

~Q sb ............................... .
Southern porto in croup 4ac ......... ..

116 184

99 152

froa Cairo, Ill, to-

Boeton 175 1119 123

lew York ...................... 175

1119

123

Pbiladelphla . , 173

147

121

Baltimore 172

146

120

Norfolk: .............................. . 172 146 120

So11thern porta in cr011po 1,2,631&

:::::::::::::::::::::::::::::::: 128
~~ 113 1901 Southern porta in groo.p 4&C

1~ 162

90
11
134

$outhem porta ln croup 51 8

,Ab 141

120

99

Bb .............................. .. 126 105

90

from Ciz>elnnatl, Ohlo to-

Joaton 131

112

93

llev York ............................ .. 131 112

93

Phlladelphla ......................... . 129 110

91

Baltlore 121 109

90

lorto1k ............................. .. 128 109

90

Southern porta ln croup 1,2,J,651a

II)J ................................. .
Jb,
Southern porte in croup 480 .. ., .... ,

1211
~~

~t

90
1~

J'r011 haiiiYille, la4, to-

J.oa\on , , , , 161

131

114

lev York ............................. . 161 131

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

135

11112-

Baltimore 15' 134 111

llortolk .............................. . 158 134 111

Southern porto 111 croupo 1,2,3,651&

A.b 141

120

~Jl Bb
Southern porta ln grou.p ~&c

105 173

from Indlanapolh, I11d. to-

Boaton . llj,lj

123

102

lew York . llj,lj

123

102

Pbll&delphla 142

121

100

.. ................ ialtlmore , . 141
Norfolk 141 lout~rn porte ln t;roupo 1,2,31-51&
141

120 120
120

99 99 99

Jb 126

105

Southem port a 1n croup 4&C 203t 173

1~

80

57

80

57

78 77

~

71 54

71 54 72 51
1091 110

S9

63

S9

63

S7

61

86 6o

86 6o

64
~

~
71

= 71

66
67 67

......

~
64

116
~

64 45

~

112
71

112

5C

112 110

~

79 55

79

55

:: 71
66

103l 75

7-

52 42

74

52 42

72 71 71

5 Ito 39 39

71 66

~ 39 36

lO)i 75 61

J'roe Lotahrl111, l,y. toBoaton ............................... . lev York ............................ ..

126 105 126 105

;

Philadelphia .......... , ...............

124 103

52

Baltlaore

123 102

51

lorfolk

123

102

51

bt~s11..p..o.r.te...in...t;.ro..u.p.a..1.,2..,3.,.6.5..1.8... .

109 90

45

B louthen:L porte ta. &rO\lp IJ*C

1~~

81 134

42 71

J'rom llllvankee, 1111. to-

Boatoa

14o 116 s4

58

lev fork ............................ .. Ph11a4elph1a ........................ ..

14o 116 s4 138 114 12

~

.lal,lr

137 113 81

55

orfolt a.

137 113 81

55

lout~.rlt....!.~.~.!.~....!~.~~~!~...!.:....~:..-.~...~.~........
bthenl porta 111 p-onp ~c ......... ..

137 113 81

55

122 .loll 76

52

190 157 ll)i 81

llou.t~rn por ln croup 51 ......... .,

.IJ.J... ...........................

137 113 81

55

137 113 81

55

J'roa Peoria, 111. to-

Joa\oD

142 117 85

6o

lev !ork ,

142 117 85

60

Phila4elphla laltlaore

lito 139

~~

S3 112

5C
57

lortolt
lout~rnporta111croupo1.,2.,.3.,.6.5.1..8.... I lcnltbenl porta la croup a.ac

139

114

S2

57

131 lOS 77

54

116 114

99 152

l~

~

J'roa J.Oillo, lfo, o-

171 BoatOA . . lew Jorlr 171 Ph.llalelphta 169 lal ttaore , 161

146
1"146
143

121 121
119 111

117
S7
:~

62 62
6o
59

lorfolt , 161 1113 11S sll

59

s............... lou.t~rn porh lDCrCIIlJI 1,2, 6 31

...............u........... 141 120

~~ 105

louthem porta 111 croup 4 .... ., ..

173

99 71
1~ 1~~

~
75

s ................. lollt~rn porh 111 CI'OilP 51

154 131 lOS 77

I 139

116

99 72

54
51

(a) G!ooup 1 porto lncl\l.de Cllolfport.. l!oblle, lev Orlean and t;rooop, p..,._ CHJ, Paocaqov.la, P-.:ola, and othero. G!ooup 2 porto lnol\l.de Oalton, Bouoton, 'l'e:rao CUJ, OUn\on, freeport, .Bratoaport, and othen. Or001p 3 porte lnclllde Pon Artl:>Lr, .Beawooat, Lake Cbarlea, Orant;o, an4 otbero. G!ooup 4 porto incl\l.de 111ui, Port lnrcladeo, fampa, Port Tampa, and othere. Oro11p 5 per to Include .Bruaovlck, Charleoton. J'ernandiu, Jackooarl11e, laannah. Wllalncton, and otbero,
(b) ""'" lr.dlcatea tl:.&t rat appl;r on traffic for upon to CaDal Zone, Cuba, inaular Poaoeoliono ot the llnltod Stateo, and all deot1naUo111 aot ill the United Stat.. (includiDC Alaota), Canada, ( 1nclud1nt; Prince 1\dwo.rd hland, lev B,.owick, lioYa Scotia), levtoUIIdland, hl1111d1 of lllque1oD and lt. Pierrl, lurop1, Urlca, and laot Coaot ot South .AIIerica. "ll0 indicatee that rates apply on traffic tor nport to lurope, Urlca, ud' the eaot coaot of Swth .AIIerloa.
{e) B&tea applJ on ttaffle to J'lori!la peru tor ezport to Cuba, aloo to lliul tor nport to the Ba.beaa hludo,
~ar1ff,&Iltl>or1Ueo, Aeon\ :a.!. JOD<to' l.C.O. 2167 l1l otteet Apr. lt;,lgllo and &ceat Joo. BaU-ort'o l,C.C. ,31, lll etrect .r...,. 12, lgilo.

~ - ALL-RAIL CLASS RATES FROM SHIPSIDE AT liOliTJ! ATLANTIC, SOUTII ATLANTIC AND GULf PORTS TO .REPRES:i:NTATIVE POINTS IN WESTERN TJ!I])lX LIB TE!IIUTOilT
(In canto per 100 poundo: governed by official claaa1fi.oat1on unleaa otherwioe IIOted)

01&11 . .

1

2

3

4

5

6

To Sioux City, I a., from

Boaton .

Norfolk ............ o................ oo ..

NBeawl

t

iYmoorkr

e

~
.................. o0 0 o., o...

s~uthrn ports in group 1:

A , f ..............................

B , I ............................... ,

Sou thorn porto in group 5: A ~. # ................................. .
B ,f ooooooo .... oooooooooooooo .. .

To 0Mha, }!eb., from

Boston o.... o o oo. ooo.. ooooo.. o. o.

Norfolk o o o. o 0

0 0 0 0. 0 0 0

0. 0.

0. 0

New York o.. o o 0

0 00

0 . . . . 0. 0

0 0 0 ....... .

Baltimore .................

So'.lthern porta tn group 1

A o I o oooooooooooo .... ooooo B , 'i . oo.o. ooooo. oo. oo. o oo oo o.

Southern ports tn group 5

~I A , fit . B , f ................................ To tHnneapolie, Minn., from

Beaton ............................... o. o

I

Norfolk o. oo o 0 0

0 0. 0

0 0 0 0 0. 0 0 0. 0

New York . . . . . . . . . . . . . . . . o o o o o o

Bal ttmore

oo. o oo. o. o. o o.. 0

0.

0. 0

0 0

So,Jthern ports in group 1:

. . . . . . . . . 0 0 0 0

B .. o o
Southern porte tn groap 5

A , o . o o

B o o o o

To Dllluth. Wto., froiD

Boston 0 o o o o 0 o. o

Norfolk o. o. oo. oo 0. 0

0 0

0 0 0. 0

0 0 0 0.

New York oo. o. oo. o. o0 .. oooo. oooo. 0. o o. o

Baltlmore o ooo o 0 . . . 0 0 0

0. 0 0 0 0.

0 0 0 0 0

Southern porto in group 1

. . . . . . . 0. 0 0 0 0 0 0 0 0 0
B o o o oo
Southern porte in group 5:
.l ... 0 B o oo o

258 250 258 250
~~
250 250
~~ ~~
244 231+
241+ 244
239 231 239 231
231 221
231 231
239 231 239 231
231 221
231 231

219 213 219
213
212 202
212 212
214
208 214 208
207 197
207 207
203
195
203 195
195 185
195 195
203 195 203 195
195 185
195 195

181 175
181 1r5
175 166
175 175
176 172
176 172
171
162
171
171
166 163
166
163
i~
163 163
166 163 166 163
i~
163 163

130
126
130
126
138 133
138
138
125 124 125 121+
134
~29
134 134
120 117 120 117
117
112
117
117
120
117
120
117
117 112
117 117

91 72 881 69
9i 72 ss 69 94 109 94 94

'7 67 87 69 87 67 87 69

92 89

92 92

g4 66

81 63

g4

66

81 63

81

63

78 6o

81

63

81

63

84 66

81 63'
84 66

81

63

81

63

78 6o

81

63

81 63

Group 1 porte include Gulfport, Mobile, New Orleans and group, PSllllllll Cit;r, Paacagoula,
Penaacol& Md othera. Group 5 porta include Brunewick, Charleeto11, fernand111a, Jackaoll-
ille, Savan!l&h. Wilmington, !llld othera. 1.\1 ind~hat ratea are applicable on traffic imported from Canal Zone, Ou.ba,
I11oular poneuiolll of the U111ted Stat eo, and all origin a 110t in the U11i ted State ( includliiC .Uaokal. Canada ( includiiiC Prince Edward I eland, !lev Bnu~avick and !loY& Scotlal, llewfoulldl&lld, Jlluoope, Africa, !llld the Ialando of Miquelon a11d St. Pierre. "B 1 indicate that rateo appl:r on traffic imported from krope a11d Africa.
Indlcateo Weoter11 Olaellflcatloll.
'rar1ff a~~tborltleol .\ge11t Joe, Batte~~dort'o l.C.C. 52: .\g011t Joe. Hattendorf' I.c.c. 70,
lDO effect 11a1 22, 19110; a~~:l Age~~t w, a. Ou.rlltt' I.c.c ..._767.

lrABLJ: 11

IXPOit'rS
ALL-RAIL CLASS RATES TO SHlPSIDI AT IIORTJ! ATL.&IITIC, SOUTJ! ATLAI'riO
AIID GULf PORTS fROM REPBl:SEIITATIVI POINTS ur WiSTII!II TiDJI: LIB mJII!OIJ'
( l11 cent a per 100 pounda: gonrned b:r official claosificatioll)

Cla1111

1

2

3

~

5

6

from Siowt City, I a., to

Boato11 o o. o. o. o 253 216

178

1211

90

71

lfev York .................. 0000 ........ 0

253

216

178

128

'90

71

Baltimore ... o0 o. 0000 o. o. ooo.. o. o

250

213

175

125

87

6s

llorfolk o 0 o. o. o o o. . . .

250

213

175

125

87

6s

Southern porta in group 1:

A. 0 0

250 213

175

125

'7

6s

B . .... 235 198

166

120

.~

66

Souther11 porto in group 5:

A. 0 0 0 B o. 0 ..... o o o o

250
250

213 213

f:} 175
175

117 87

6s 68

from Omaha, lieb., to

Boa ton o 0 . . . . . . . o . . . . . . . . . . . . . . . . o

New York o o o o 0 0 0 0 0 0. 0. 0 0 0

0 0.

0 0 . . . . 0. 0. 0

247 247

210
210

174 174

125
125

Ill
ss

70 70

Baltimore o o o. oo o o o oo o 0 0 .. 0

0.

0 0

0 0

0

0

0

244

207

171

122

85

67

Norfolk oo.. oo. oooo 0 0 0 0 0 0 0 0 0.

0

0 0 0 0 0 0

244 207

171

122

1!5

67

Sou tnern porta in group 1:

A ....... o ........... o. o ............... o

244 20?

171

122

85

67

B o o o o ......... 0

229 192

162

117

82

64

Soutt.ern ports in group 5:

A. 0 . 0 . . . . . . . . . . 0 0 . . . . . .

244 207

171

122

85

67

B o -.. o

244

207

171

122

85

67

lrom Minneapolh, Minn., to

Booton ........ o. o. oo. oo oooo.. ooo. 236 201

166

120

84

66

lfav York .... ooooooooo oo oo .. o oo 236 201

166

120

84

66

Baltt.mcre . 0. o0 o., oo... o. oo. oo......

233

198

163

117

81

63

llorfolk o oo o 0. 0 0 0 0 0 0. 0 0.

00 0

0.

233

198

163

117

81

63

Southerll porto in group: 1

.t. ...................................... .

233

198

163

117

81

63

.B 0 0 oo 0 0 0 0 . . . . . ..

218 183

154

112

78

6o

Southern porto in group 5:

A . o ............... o, o o o

233 198

163

117

81

63

B ... o ........................ .

233 19g

163

117

81

63

lrom Dlllu tho \olio.. to

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

239 203

167

120

84

66

Ne" York 0 o0 0 o0 0 0 o. oo. o. 0 o. oo

239

203

167

120

84

66

Balti~ore . . o. 0 0 0 . 0 0 0. 0 0 0 . 0 0 0 . 0

0. 0 0 0 0 0 0 0

236 2')0

164

117

81

63

Norfollt o o o o o. o. 0 0 0 0

00 00 00

0

0.

0 0

0 0 0 0. 0. 0 0. 0

236 200

164

117

81

6J

So\lthern porte tn group 1:

A ..... o ................. o

236

200

164

117

81

63

B .... o o o o ........ .

221 185

155

112

78

6o

Southern porto in group. 5

............... 0 ........................ .

236 200

164

117

81

6J

B o .................... o ...... .

236 200

~

117

81

63

Group 1 porte include Gulfport, Mobile, !lev Orleans and group, P!UUlll& CiQ', Paecagou1a, Pensacola 8lld otnere. Group 5 porta ir.clu1e Brwuwick, Charleoton, ferlllllldillao JackiOIIYille, Savannah, WU.1111ngtOD, and otnera.
1A1 indicatea that ratea apply on treffic for e%port to Canal Zo11e, Cuba, l"lloular l'oeeeulolll of the U11i ted Statee, an1 all deet1r.at1ono not in tl::e United Statee ( includiiiC .Uaelral, Callada (including Prince Jidward lol8lld, !lev Brunavick ani llo..a ScoU.a), llewtoundland, Ialande of
Mique1on a11d St. Pierre, krope, Africa, ani tl::e eaat coaot ot South Alllerica. "B 1 i11dioate1
that rateo apply on traf!ic for uport to krope. Africa. ard tl::e eaot coaot of South Alller1oa.
Tarift a~~tboritieo: .\gent w. s. Curlett' i.c.c . ..._767 and .\gent Joe. Hattendorf' I,C.eo 52.

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 Gulf ports were exactly on the same class rate basis in connection with imports to the abovementioned cities; and in all cases traffic originating"in Europe and Africa took a lower rate through both South Atlantic and Gulf ports than did traffic from other for~ign 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 materials 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 tp June 30, 1936, and later ex-
tended 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 125 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 than 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.
(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-
ceptiun 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 struc.

40

ture, we call attention to Plate 17 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 export-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 otal 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 connection 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 byproducts, and naval stores); and (c) Neutral commodities. The initiative commodities were those commodities substantially peculair to a given disstrict, and on initiative commodities, a conference could change rates without 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 Atlantic0 cents; South Atlantic-7:t;2 cents; and Gulf-15 cents. The differentials were added to the North Atlantic rate which was taken as a basic.
This situation continued until about 1926 when 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 traiffs 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 Savannah 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 Savannah parity with North Atlantic ports in the European trade. It has been shown, however, that ocean rates are the result of trading between confer-. ences and shipper groups and as commerce develops, the Port interests should constantly check rates to see how they can be moQ.ified to stimulate exports and imports.

41

Coastwise Freight Rates
The coastwise freight rate structure is favorable to Savannah and is evidenced by the continually increasing commerce of this type through the Port. With respect to this commerce, Savannah has a widespread interest and this interest must be developed for continued expansion of the Port.
Savannah has been an important coastwise port since colonial times. Some of the rates structures through the port date back 50 years. If we except petroleum, sugar and intercoastal traffic, coastwi~e traffic affected by rates via Savannah, is between the East and the rest of the country as far west as Utah, outside of a circle of 450 miles radius drawn from New York as~ 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. It is estimated at about 75 per cent. There is a wider distribution of westbound than eastbound freight. According to Port Series No. 10", Revised 1940:
"The territory tributary for Savannah's coastwise commerce is greater in extent than that served for foreign trade. For many years the port has enjoyed favorable domestic joint rail-water, and rail-water-rail rates with the south, southwest and far west on the one hand, and eastern seabaard cities, interior eastern points and Ne:w
England territory on the other, movement participated iii
by the Ocean Steamship Co. and the Merchants' and Miners' Transportation Co.
"A!bout 60 per cent of this domestic traffic either originates at or is destined to points without the State. Substantal movements of general cargo pass between the port and such points as Atlanta, Macon, Athens, and Augusta. Ga., Chattanooga, Tenn., and Montgomery and Brimingham, Ala., and even as far west as St. Louis.''
The foregoing statement is generally correct according to the opinions we have obtained from railroad and steamship people, which are to the effect that at least half of the total coastwise commerce moves to and from points outside the State of Georgia.
To this area of the United States, as limited above, rail-ocean-rail, or ocean-rail rates are lower than all-rail rates. In general, it may be said that between points in western Official Territory, Western Trunk Lines Territory and Colorado-Utah Territory** on the one hand and the East on the other, the rail-ocean-rail rates are differentially
*Due to lower rates via western Gulf Ports.

eight cents below the all-rail rates. Between the Southeast and the East, the rail-ocean-rail rates are lower by varying differentials than the allrail rates. In 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 S-cent differential above quoted, there is a broad generality subject to modifications as are hereinafter discussed. The discussion which follows will be confined to coastwise commerce north of Savannah as coastwise commerce south of Savannah is principally petroleum and sugar. Intercostal traffic will be covered separately.
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 on the basis of key areas in Southern Territory and kep 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 18) 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 Savannah as this is Norfolk territory.
It will noted that in northern Georgia and the portion of Tennessee immediately north of this in 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 Consolidated Southwestern Cases, the 21st Supplemental Report of which determined the all-rail rates, and the 25th Supplemental Report of which determined
**Territory within Colorado and Utah west of a north and south line from Denever 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

tmly_
.APPDliiX ~2 (801lthen 01a.. late lDnaUptton, I.O.O. Report lo. 1~)
IIAXliiUII rillS~CLJ.88 llA!l'ES .&PPllOnD Ill !l'llllll SUPPLIMDTJL UPOllT BftWDI OJaBill
JIASTDI UT :POIIT8 All) 80IJmiiiB GIIOOPS SllOWJl IJI APPDMX 1-2
(late are ill oeta per 100 pOUilda)

SOilth ll Group

Baltimore
.All Water rail u4
rail

Philadelphia
.All Water rail pel
rail

levlorlt

Boston :p..,o.,iden.,.

.Alb10117

All Water .All Water .All Water

rail pel rail ucl rail ucl

rail

rail

rail

llfrac:u.aa
.All !water rail u4
rail

WatertOWD
.All Water rail u4
rail

Southen Group

Ogd.aallllrc llocheater Johlloonlmrc .AJ.tOOila

Ou.berlucl Barrlllmrc llaaclillC

All Water .All Water .All Water .All Water All Water .All Water .All

rail &ll4 rail &ll4 rail &llcl rail u4 rail ucl rail u4 rail

rail

rail

rail

rail

rail

rail

Water &llcl rail

....... ~

(1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1) (1)

1 (1) (1) (1) (1) (1) (l) (1) (1) (1) (1) (1) (1) (1) (1)

3 ....... (1) 2 (1) 1 (1) 7 ....... 1~7 6 1~7 5-.A. 1~ 8-.A. 1~ 7-Jl 163
8-1 163
9 165 9-.A. 172
9-1 172
10 178

(1) (1) (1) (1) (1) (1) 1~3 155
i47 11225 162
150 171 160 171
156 173 156 16!J 163 16!J 171 186

(1) (1)
(.1..)
i60 i6j
i68
168 175 183

(1) (1) (1)
163 163 170 170 179 179 16!J
187 187 193

(1) (1) (1)

(1) (1) (1)

(1) (1) (1)

156 16!J 168

163 16!J 175

160 187 172

i6~

187 195

175

195 186

tl8 196 16!J

168 203 16!J

175 203 187

183 209 195

(1) (1) (1) (1) (1) (1)
16!J 176 16!J 187 16!J 187 195 182 195 193 196 187 203 187 203 19~
209 202

(1). (1) (1) (1}
... (1) (1)
185
185 193 189 193 202 192 202
206 1911
21~ 198 21~ 205 21~ 209

(1) (1)

(1) (1) (1) (1)
... 191
... 191
... 199

199

208 200

208 212

~

219 204

219 211

219 215

z1~ ........................

(1) (1) (1)
196 196

7-.A. ...... 204

8-.A.-. 204

(1) (1)
.(...1.......).

... 7-Jl 21.3 205
8-B 213

9 ........ 217 209 9-.A. 22~ 209 9-1 ...... 22~ 216

10 ......... 2M 220

(1) (1)

(1) (1)
... (1) (1)
188

188 196

i96

... 196
205

i96

205

~~

205 207

21~ 212

21~

(1) (1) (1) (1) (1) (1)
... 16!J
... 16!J ... 188
188
... 195 195
195 199
... 206 200
206 206

(1) (1) (1} (1) (1) (1)
... 168 .
... 168
... 178
1711 185 1113
1115 189 188 196 188
196 195 200 200

(1) (1) (1) (1) (1)

(1) (1) (1) (1)
.... ... 160
... 160
... 167

(1) (1)

(1) (1)

155

155 162

~6i

(1) (1)
155 155 162

167
... 176 171
176 178 177

i61i 162

162

171

171

i69 171

"171

173

173

i..l.l 185

16!J 169 111Cl

185

16!J 176 16!J

191

186 183 . 1116

(1) (1)
...(1)
i6i
i61i
i6;
169 176 183

11 185 168 193 16!J 200 16!J 216 192 216 198 222 209 228 215 11 ........ 233 220 228 219 217 212 207 200 198 1119 193 1111 193 1:111

11-.A. 181 164 189 176 '!.96 176 212 188 212 194 218 205 22~ 211 11-.A. ...... 229 216 2M ill5 213 2011 203 196 19~ 1115 189 171 189 177

~

11-Jl 185

12 193

12-.A. 193

13 180

lt.A. ..... 180

1 194

1155-.A.

201 201

16 201

17 209

18 213

19 . 218

20 213

21 ....... 230

21-.A. 2)0

21-B 230

22 ....... 2Jil

22-.A. 231!

~

209 196

24..A. 196

25 158

25-.A. ..... 170

26 .......

~ 27
27-.A. .....

28 213

28-.A. ..... 222

~ 29 .......
29-.A.
30 ....... 248

~.A. ..... 257
\...J.A .... 2i3

168 193 16!J

178 .200 189

178 200 189

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 187

... ... ... ... ... ... ... ... ... ... ... ... 187

... ... ... ... ... 186 201 198

... ... 186 208 198

... ... 186 208 198

... ... ... ... . ... .... ... 194 208 205

... ... ... ... ... 198 216 209

.... ... ... ... ... ... ... ... ... 209 220 219

... ... ... ... ... ... ... 209 225 219

... ... ... ... ... ... ... ... ... ... ... .. ... ... 221

... ... ... ... ... ... . ... 225 237 235

... ... ... ... ... ... ... ... 225 237 235

... ... ...... ...... ...... ...... ...... ...... ...... ...... ...... ~~ 225

2~5

233

2 3

... ... ... ... ... ... ... ... ... 233 245 243

... ... ... ... ........ ... ... ... ... .... ... ... ... ... ... 217
...... .. ...... ... ...... ...... ...... ... ... ... ... ... ... ... ... ... ... ... 204 ... ... .... ... ... ... ... ... ... ... ... 204
... ..... .... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ...... ... 172 184

.....

... ... ... .. ... ... ... ... 181 203 193

190 212 202
~ 200 221 212

~ 209 230 221

~ 219
228

~~

:.. ... 2~8 256, 250

m it ... m ... ... ... ... ...... ... ... ... ... ... ~

265"
220

2z5iq9

200 16!J 216 192

207 189 222 200

207 189 222 200

196

213

196

213

208 198 223 209

215 198 230 210

215 1911 230 210

215 205 230 216

~~ ?.23 209

220

226 219

229

231 219 ~5 229

229
~3

226 2~3 24o
235 256 2~5

243 235 256 245

243 251

.2~5 2 3

256 264

245 253

251 243 2~ 253

225 221 2~2 238

212 2011 229 225

.. 212 208 229 225

180

197

.191
210 219 228

206

193 202
212

226
~~

~~
22~

~
255

221 253 2~3
~~ 262 2 3 271 252

263 250 279 262

~

2z5iq9

288
24o

~

216 198

222 207

222 207 213

213

223 216

230 216

230 216

230 222

~

226
236

~5 236

230 251 251
~ 251

~ 259 259

225

213 212

197 206

226 211 ~ 220
230
~ 253
262
271 251 279 26s 288
24o

222 209 228 217 228 217

~

230 220

2311 220

230

~38 235
~ ~;

210
~~ 250

230

252 262

262

210

210

~~
250

221
~

259 250

268 259
277 269

278

288

228 215 23~ 223 23~ 223

219

230 2~7

226

2 7 226

2~7 2 7

24j

241

256 251

221

251 260

260

241

259 268

268

221

2~8 227

2 8 257

~~

267 256

276 265

286 29~

~~

~

ll..Jl ...... 233 220 12 .~ 239 228

12-.A. 239 228

13 ........

1~ ......

~~ 1 ........

15 ........

231

1,..A.

231

~ 16 ........

248 17 ........ 255

111 ........ 250

19 ........ 263 256

20 ........ 230

21 256

21-.A. ...... 265

21-:1 ...... 250 22 ........ 2~

2.2-.A. 273

~

229

24..A. ......

25 .........

25-.A.

24j "26 ........
27 ........
~: 27-.A. ......
28 ........

~~
251

211-.A. ...... 270 261

29 ........ 279 270

29-.A. 288 26!J

30 296 289

~~ JO-.A. ......

299

18-.A. ......

~ 228
228 231 2~
"230 226
238 226
231
24; .
2~

~ ~

229
~
257

273 282

26l

290
~ 295

217 212 217 225 219
225
225
227
253 263 263 272 272 2110 289

207 200 1911 1119 193 1111

217 207 205 199 200 191

217 207 205 199 200 191

187

187

224 215 .......

201 198 208 198

..225 215

.~. AOO

2011 198 208 206
216 211

220

225 221

~

213

.

237 237

237 237

.. ~

~~7

~
M;

209

. 196

196 163 17~

217 213 226 222
~ ~~ ~ 253
262
270 270
e'19 279

i94 2011 ll!l02 203

~ 211 212 203
221 ?21 213

~ ~

~~

~ 259

230 222
~ 2~2 2 l 256 251

270 268

260

= 1 llatea to &llcl froa croupa 1 to 4, inoluhe, are not la h - fr ucl M eaatera terrUorJ, u:cept \o ucl fr pei.Ata ill tha :luffal~iUalnarp . . . .

193 181

...... 200 191
200 191 187 187

201 198

208 1911

208 198

208 216 220
225
221

...206
211
...221.

237 237

m237 237 ~

.. ~5
:4
204
172
1.8..4
203

...z.....l.i....5
i;4

212 203

221 213

: 230 222
~

= ~~ ....

128 I.o.o.

TABLK 13
M.UIMUK J'IRST-CLASS .RATES Al'PROVE IN !millD SUPPLliME!iT.AL REPORT BETWED CD.WI :&ASTERN DY POUlTS AND SOUTHERN GRCXJPS SHOWN IN Al'PDDIX 1'-2-CONTil!UllD

Scranton

Port

~era-

Jervi tow

Waah- Popea ill don Creek

Clarkaburg

!'1ttlbul'Bb-_

Buffalo

Southern Group

.-4 ...t
.I.l..l

.-4 ...t
:!

.-4
...a...st.

..-4
...t
....

......
:!

.-4
i.i.1..

l"'f ...t
:!

....
il
h

.-4
...a...st.
.-4
~

1

.-4 ...t

.... .I.l.l

Ql

.+:>

.-4
~

'tel

..::1

~
....
Gl
:+>

l"'f ...t
.I.'.l.l
.-4
~

.,.fil
....
Gl

.-4 ...t
:!
.-4

.,.1
...

~
f

Gl

.-4

~

~

..1:,..

.-4
f
.-4
~

..:1,..

....-4
f
.-4
~

1
....
Gl
.+>:

l"'f
1
.-4
~

.,1,..
+G> l

1 ..... ( 1)

2
~

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

(1)
(1) (1)

5 ...... 171

6 ...... 171

7-.A. 178

8-.A. 178

7..:& 185

8-B ... 185

9 ...... 189

9-.A. ..... 196

9-B . .. 196

10 ...... 200

11 .. 207

(1) (1) (1)
(....;....1.....)
1.8..1
185 187
1.9..2
196

(1)
(1)
(1) (1)
173 173 180 180
189 189 190 197 197 20.3 210

(1) (1) (1)

(1) (1) (1)

(1) (1) (1)

(1) (1) (1)

.. ... . 167 156 155 156

... 171 163 159

i74

163 172

162

185 172 172

179 174 16!

179 181 16!

186 181 175

194 187 183

191 194 180

(1) (1) (1) (1) 144 144 154 154
1~N~
172 172 178 185

( 1) (1) (1)

(1) (1) (1)

(1) (1) (1)

(1) (1) (1)

1.4...3

156
156

1..5.5.

... ... 150 163 159 163

....153 172 162 172 172

159 174 168

159 181 168

166 181 175

174 187 183

1?1 194 180

(1) (1)

(1) (1)

(1) (1)

(....1......).. (....1......)..

185
1....8....5....
210

1....8.......2.
204

... 142 ...

... ... 142 ... 161 .. ... 161

.....

.. ... . 175

.. ... . 175

... ...... 1!8
188

16o .16o
179 179 193 193
206 206
206

... ... 191 191 209 206

191

209

200 196 218 214

208 198 226 216

... 208

226 220

... ... 208

218

217 208 232 224

~~ 11-.A. 203 192 206 18"{ 190 176 181 167 190 176 206 204 217 208

220

11-B . 207 196 210 191 194 180 185 171 194 180 210 204 225 208

224

12 ...... 214

... 12-.A. 214
13 ......

1t.A. ..... 205

1 ....... 213

15 219

15-.A. . 219

16 ..... 218

17 ....... 2Z7

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 . . . . . .

27 ... ~ 217

27-A 226

28 .
28-.A. ....



2~ 2

29 253

29-.A. 262

30 .... 270

30-.A. 279

204
2...0....4..
212
2.1..2 2..2....6 2.............3....................5...
208 218
2Z7
~~
256 265
275

217 217 206 206 218
225 225 225
2.3.3 236 2~6 2 1
230 251 253 248
259 261
225 213 212
190
2.0.1.
2aJ
229 2~8 2 7 256 265
273 282

200 201 190

200 201 190
... ... 180 ... ... 180 ... 209 194

209 201 198

209 216 2aJ
230 230
. 2.3.0.
246 246 246
254
.. 2........5..........4

201 201
aJ9 213 213 218
213 230 230 230 238 238
209 196 196
158
1.7.0.

1................9......................8..........

204 204 193

213 213 202

223 222 212

~~
251

231 2lfo
249

221
~~

261 257 250

ZTO 266 259

L-.- -- - -

193 193 177 17! 191 201 201 201
209 213 213 218 211
230 230 230 238 238 207 194 194
155
1.6..7
~'213
222
~~
248
257

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 2Z7 221 222

228 239 237

228 239 237

228 2~9 2,7 236 2 7 2 5

2.....3.......6...
i84

247 218
205 205 167
1.7..9
204

2........4........5..
193

193 213 202

203 222 212

212 222
22a11

~~
249 257

221
~~
250

250 266 259

217 214

.......2........................1.............................7...... -.......2.................1..................................4.......

220 217

229 226

~~ ~;

256 25~

... 265 26

Z73
282

...

.. 217
2....2...5..
217
2....................2.....................5.........

215
.......2....................1.......................................5.

~..................~.........
.2..4...5.
2..........5...............2...

228
228
................... ..............................................

'
I
I
I
I

2Z7 221

2~6
~~

~~
249

242 251

~~

26o 256

269 265

263 259 Z72 268

278 287

~~

280. 278

29~

;6, 289 287

303

---- -- -~

1 Bates to and from Groups l to 4, incluaiTe, are not in 1aM1e from and to eastern

territoey, except to end from pointa in the Buffalo-Pittsburgh zone. 128 x.c.o.

4l

the ocean-rail rates as of 1937. The situation is that there is an area in northern Oklahoma and Arkansas between which, on the one 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 Savannah.
In the former area there is a sub-area roughly bounded by a line drawn from Guyman, Oklahoma, to Russellville, Arkansas via Henryetta, and then northwest 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, Oklahoma 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 and 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 Savannah 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 maximum 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 England points it is economical to ship by ocean-rail. While it is true that the Interstate Commerce Commission has authorized ocean-rail rates to be set to the level of all-rail rates, that is, below the maximum set in the decision, there are only special cases in which equivalency is of advantage to the shipper.

Rates are set up on a key-point basis. The following 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 (1)---------------------------------- 289 Boston (2) ------------------------------------------ 271
New York (2)-------------------------------- 271 Philadelphia (2)_________________________ 271
Baltimore (2) ----------------------------- 271

All Rail 293 286 270 263 255

*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 Interstate Commerce Commission 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.

"From Bangor, Boston, Calais, Caribou, Houlton, Madawaska, Mars Hill, Millinocket, Oakfield, Pittsburgh, Portland, Poughkeepsie, Provincetown and Springfield over (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),

*Page 22 "An Open Book," a publication of the Massachusetts Development and Industrial Commission.

45

Trenton over (c), waterline landings in New York and Poughkeepsie groups over (b), and waterline lands 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 Readig over (c), Baltimore ad 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, Neport News, Portsmouth and Norfolk, or 0. S.S. Co. from Boston to Savannah.
"(b) E. S.S. Lines from New York to Newport News, Hopewell, Richmond, Portsmouth and Norfolk or 0. S.S. Co. from New York to Savannah.
"(c) Philadelphia and Norfolk S.S. 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 ond Norfolk or Chesapeake S.S. Co.* from Baltimore to West Point, Va. and Norfolk, or M. & M. T. Co. from Baltimore to Savannah."**
*Chesapeake S.S. Co., now Baltimore S.P. Co. **Quotations from Fourth Sect. App. i4,900 Diff. Routes
to Central Terr. October 5, 1936-218 I.C.C. 618. Rates subject to Ex Parte increases.
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:
Class ------------------------ 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 all-rail rates: (The rail rates are set up in Proceedings in accordance with the Eastern Class rates 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 differ slightly fro mthose 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).

In dealing with ocean-rail rates to and from Western Trunk Line Territory, we have only the question of differentials under the all-rail rates to consider. 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, which differed widely principally owning 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. 395. The differentials are generally the same as those indicated previously for Official Territory, that is, the ocean-rail rates are based on difffer. entials 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 oi the Great Lakes from about March 24th to November 30th of each year, when lower differentials to meet Lakerail 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 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.
On of the sources of competition to Savannah in traffic between New England, on the one hand, and the western Official and Western Trunk Line Territories, on the other, is the lake rail traffic which in the open season of navigation on the
*At one time subject to 10% Ex Parte increases, now restored. 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.

46

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 decision following, the primary reference to which is I.C.C. Docket
No. I.&S. 3663. Another source of competition for traffic via
Savannah 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, gives the differential rates between Boston and Chicago and between Boston and Minneapolis.

DIFFERENTIAL RATES-BOSTON TO CHICAGO

(Savings in cents per 100 pounds)

Routes

1st Class 2nd Class 3rd Class

All-rail via Canada_______ 5 cents 4 cents 3 cents

Ocean-rail via

Norfolk, Va.*-------------- 7 " Rail-lake via Buffalo______ 16 "
Rail-lake via Canada___ 21 "

Iii " 14 " 18 "

5 " 11 "
14 "

DIFFERENTIAL RATES-BOSTON TO MINNEAPOLIS

(Savings in cents per 100 pounds)

Routes '

1st Class 2nd Class 3rd Class

All-rail via Canada________ 5 cents 4 cen:ts 3 cents

Ocean-rail via

Norfolk, Va.**------------ 8 " Rail-lake via Buffalo____ 35 "
Rail-lake via Canada____ 40 "

7 " 30 " 34 "

6 " 24 " 27 "

It will be noted that the differential rates favoring Canadian and lake-and-rail traffic are such that Savannah 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 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 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 and Rio Grande Western Railroad from Pueblo to Salt Lake City and

*Same via Savannah on certain routings. "'*An apparent error, should be 7, 6, 5.

Ogden, 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 Differentials__ 20 16 12 8 8 8 8

Because of the situation produced by the low

!'Oint in the rate structure due to the 7- and S-cent

differentials of Western Trunk Line Territory aP-

plying to the east of Colorado-Utah Territory and

with no differentials applying west of this terri-

tory a revised scale of differentials was proposed

by the carriers as follows:

Western Classification

From

1 2 3 4 5ABC DE

(a) New England points 7 6 5 4 3 3 2 2 2 1

(b) Trunk Line 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 and Fall River.

(b) New York City, Poughkeepsie, Trenton, Middle-

town, Port Jervis, and Long Branch groups.

(c) Baltimore, Bridgeton, Easton, Franklin City, Frederick, Gr~enwood, 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 Savannah, but what is more important indicates, perhaps more clearly than in other phases of the rate structure, the widespread commercial interest which the Port of Savannah has, and which must be further developed for continued expansion Of the Port. It can readily be seen that in this traffic, Savannah is a gateway and that less than half of the coastwise traffic passing through the Port is local in origin or destination (excepting of course petroleum and sugar) . It will be seen, for example, that in certain phases there is a mutuality of interest between the port interests of Savannah and the port interests of Boston, and to a lesser extent, on account of the relative dif-

47

ference in size, between the port intersts of New York and Savannah.

Intercoastal Rates
Intercoastal traffic, while a small portion of the total traffic in and out of Savannah, is considered important because of its increase in volume between 1933 and 1938 and its future possibilities. The present rate situation indicates that, in the future, intercoastal traffic should be a substantial part of the commerce of the Port. This traffic amounted to 52,000 tons in 1933 and 84,000 tons in 1938. Discounting petroleum, which is an eastbound product amounting to 20,000 tons in each year, traffic is fairly well balanced with an excess of eastbound traffic. Commodities exchanged afe principally local products of the West Coast and local products of the Georgia area.
In the case of this 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 SAVANNAH TO FROM WEST COAST TO

WEST COAST

SAVANNAH

(In Cents per 100 Lbs.)

Rosin ------------------------- 59 Dried Fruit___________________ $1.18

Clay ---------------------------- 45 Dried Beans__________________ 65 Turpentine ------------------- 92 Canned Goods________________ 63

Paper--------------------- 59 Flour (140 lb. bags)____ 55

Canned Goods_______________ 63

(Min. 30,000 lbs.)

The foregoing are port-to-port fates 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, rail-ocean-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.

The present rate situation, the increase in traffic, and the rates quoted above are significant in

that they indicate a developing condition of a commerce that should in the future be a substantial part of the commerce of the port.
Grain and Cotton
Very little grain has been handled through Savannah, and there is no special grain rate to the Port from Western Trunk Line Territory. The grain producing areas of the United States tend to move this product via the Lakes through Northern and Canadian ports and via the Mississippi Valley carriers to New Orleans. Based on the present outlook, investment in a grain elevator at Savannah would not be justified.
The trade in cotton has declined at Savannah and it is believed that the decline will continue. This has not been due to an unfavorable freight rate, but to the development of the textile industry in Georgia coupled with the preference of the foreign market for Mississippi Valley cotton.
Grain originally was one of the principal exports of the United States; in fact, the grain trade was responsible for the development of the original port differentials. Where it is possible to obtain, grain is an extremely desirable export cargo for a port to have available; it is clean, not perishable and runs about 40 cu. ft. to the ton, that is, it has 100 per cent space factor in a ship. With the possibility that the question may be raised as to the development of the grain-export business through the Georgia Ports, a study has been made of the export of grain from the United States from 1925 to 1935. It is to be noted from 1925 to 1935 there was a marked and steady decline of grain exports from the United States and a proportional decline from ports in the Southeastern part of the United States from Baltimore to New Orleans. From 1935 to 1940 there was a rise in the export of grain products with the exception of oats which continued to decline at a slower rate. It is believed that the increased export of grain since 1935 is an abnormal situation brought about by the war and yhile this may continue for even an additional five years, it is not believed that it will represent a permanent condition.
Grain has not been handled in bulk but out of Savannah so far as we can ascertain although some of the commodity has passed through in bags and there has been some shipment of flour and manufactured grain products. In fact, there has been so little grain handled through Savannah that there is no special grain rate to the Port from Western Trunk Line Territory. The

48

following table gives the grain rates to principal ports in comparison with Savannah:

From

To

Minneapolis ____ 58 Duluth ______________ 58
Kansas City ___ 50
Omaha -------------- 52 Sioux City________ 52

!
~.!! "i::,a 0 Q
~~
z4>
32 32 24 26
292

292 292 32 32 32

..a:.=.
Q
><
~
z4>
31 31 33llz 33llz 33llz

(Tariff Authorities: Kipp I.C.C. A3455; Hoke I.C.C. 881 I.C.C. 781; Jones I.C.C. 33 56)

It will be noted there is nd special rate to Savannah. However, if grain is shipped through Savannah a commodity rate should be obtained which would put Savannah on the same level as Norfolk.
It is not believed that this rate situation has prevented grain from being exported through Savnnah, because the grain producing area in so far as the United States is concerned, tends; to move its shipments via the Lakes through Northern and Canadian ports, and, in so far as Southern ports are concerned, via Mississippi Valley carriers to New Orleans. This includes carriers west of the Mississippi as well as east of the Mississippi. In any event it is not believed that investment in a grain elevator would be justified on the basis of present outlook for the grainexport trade.
In the case of cotton, Georgia has become one of the great textile-producing states, and it is believed that the State receives more cotton than it ships out. The foreign market in any event has a preference for Mississippi Valley cotton as is evidenced by the fact that at the port of Mobile special marking of cotton has to be arranged for in the case of cotton for export to define its point of origin. Cotton from the Mississippi Valley and Texas areas will naturally move through New Orleans, with smaller amounts through Mobile. Savannah is too far east to participate in this export trade and, while small amounts of cotton will continue to move through the Port as the result of local production, it will probably continue to decline as a factor of export. It is not believed that the decline of cotton is due to a freight-rate factor but is due to the cause mentioned above plus foreign competition in the production of cotton.

Switching Charges at Savannah

____Charges for switching railroad cars at the Savannah terminals are reasonable and in fact appear to be at actual cost.
In the carrying of freight to a port, a railroad will for the published freight rate carry the goods to its terminus and deliver it there to public teaming tracks, to a warehouse or industry located on its tracks, to its own freight depot, or, if for export, to its own pier. But if a carrier brings freight destined for the piers of another railroad or for the warehouses or industries located on another railroad at the port, the latter railroad charges the former for switching. This switching charge, known as a charge for reciprocal switching, may be invoiced to the shipper or it may be absorbed by the carrier in the through rate. In the event the charge is absorbed, the carrier absorbing same will pay the charge to its rival as an item of cost of operation in order to get the. business for its own line. Absorption of switching charges is often determined by the fact that the shipper is at a competitive and not a local point. A local point is one having no competing rail connection.

Railroads at a port also generally publish charges for the following principal classes of switching service:

1. Intra-plant switching-a switching move-

ment from one place to another within the same

plant or industry.



2. Intra-terminal switching- a movement from a point of origin to another point of destination in the same switching district by the same carriers, the movement being complete in itself.

3. Inter-terminal switching- a movement from a track of one carrier to a track of another carrier, both tracks being within the switching limits of the same station or industrial switching district.

These conditions in general exist also at Savannah. The Port is served by five railroads, namely the Ceneral of Georgia Railway, the Atlantic Coast Line, the Seaboard Air Line, the Savannah and Atlanta Railway and the Southern Railway.
Savannah has a total of 51 piers, 14 of which have no rail connections. Out of the 37 piers with rail connections, the Ceneral of Georgia Railways owns or operates, either directly or through subsidiary companies, 6 piers and has rail connections to an additional 10 piers for a total of 53% of all piers having rail connections. Likewise, the Atlantic Coast Line and the Seaboard Air Line each

49

either own, operate, or serve about 20% of the piers having rail connections. The Savannah and Atlanta Railway, while it does not own or operate any of the Savannah piers, serves six of them. The Southern Railway, however, has no terminal facilities in Savannah, but the terminal trackage and facilities of the Central of Georgia Railway are used jointly by both carriers.
The several carriers with terminal facilities in Savannah publish tariffs for reciprocal, intraplant, intra-terminal and inter-terminal switching. Although there are some exceptions in specific cases, the switching charges of the carriers at the port are uniform. They also appear to be reasonable and in fact in some instance appear to be merely nominal.
The Southern Railway, with no terminal facilities of its own at Savannah, is not a party to the reciprocal switching arrangements at the port among the other carriers. It depends entirely on the facilities of the Central of Georgia Railway. Through an agreement entered into by the Southern Railway and the Central of Georgia Railway in 1900 and subsequently modified in 1920 and again in 1940, the terminal facilities of the Central of Georgia Railway are used jointly by both

roads. By the terms of this agreement, the Southern Railway pays the Central of Georgia Railway an annual rental for the latter's tracks for Central Junction to their terminus and also for the freight depot and warehouses.
The Southern Railway operates its trains with
its own equipment and crews from Central Junction to the yard. From this point, cars are handled for the Southern by the Central of Georgia at specific, agreed upon switching charges.
These switching charges are reasonable and in fact appear to represent the actual cost of performing the service. No charges are assessed the Southern Railway for movement of cars in connection with through traffic to or from the piers of the Ocean Steamship Company and the Merchants and Miners Transportation Company. The rentals assessed for the main line trackage from Central Junction and for freight depot and warehouses also appear to be nominal. In dealing with its shippers, the Southern Railway acts as if the jointly used terminals were its own, and it absorbs the charges for switching assessed against it by the central of Georgia Railway as an item of cost of operation.

50

SECTION IV. REASON FOR DECLINE OF PORT OF SAVANNAH

The decline of trade through the Port of Savannah is primarily in its foreign commerce. The principal reason for this decline, of course, has been the falling off of cotton export. However, the underlying cause appears to have been the lack of an effective organization having both the interest and the means to develop traffic through the Port to replace cotton.
In 1905, Savannah was not only the greatest export port of all the South Atlantic ports, but its exports were greater than the combined exports of all the South Atlantic ports including the Hampton Roads ports as well. Savannah has lost its position in the last forty years, and the decline is principally in its foreign commerce.
It does not appear that the decline is due to an unfavorable freight rate situation as Savannah has enjoyed favorable export and import rates for many years. It may be partially due to unfavorable ocean rates although these have been favorable in the last twenty years. It is not due to its situation on a poor or dangerous harbor as Savannah has a harbor adequate for any ~mount of commerce that may be expected to flow through it. It is not due to an unfavorable geographical location as it is perhaps in the best location of any South Atlantic port, and the wide extent of its coastwise commerce indicates that potential export-import trade exists.
What then is the cause of the decline of Savannah's foreign commerce? It has been pointed out that one of the contributing causes is the lack of true trunk line connections to the interior of the country, specifically to Central Freight Association Territory. This, however, is but a phase of the whole matter. A port requires a directing organization which has both the interest and the means of bringing traffic to the port. In the past, most ports have had this organization supplied by a trunk line railroad. For example, Baltimore was largely built up by the Baltimore & Ohio; Philadelphia by the Pennsylvania, and New York by a combination of railroads. In the early days, New York was assisted by the state-built Erie Canal. Savannah, for years, had had no organization which had both interest and means to aid in the development of the Port. The terms "interest"

and "means" are emphasized, as both are necessary; for example, a port authority may have the interest in the development of a port but unless it is implemented with the means to take action it cannot produce any substantial results.
Savannah developed as a port dependent on cotton, a local product, for the export of which Savannah was a natural outlet. It had no competition for this cotton trade which, as it brought ships to the Port, also stimulated foreign trade in other commodities as well. With the loss of the cotton trade, a principal attraction for foreign shipping was removed. Even today, the foreign commerce of the Port is almost entirely based on trade in the raw materials produced in the State of Georgia.
Port Authorities in Savannah have been in existence for many years, but they have never been able to equip themselves with adequate terminal facilities under their control by means of which they could service carriers and shippers and which would provide them with a means of inducing inland shippers to use the Port. Such foreign commerce as has passed through the Port from and to the Middle West has principally developed as a result of war or other unusual conditions and even now encounters difficulties because of the railroad situation of the Port.
It is not evident that in the past the port interests of Savannah have realized the importance of developing commerce in competitive areas and how necessary it is that this be done. The interests of a port are not local. It is in a position resembling that of a common carrier. It serves as part of the means of transfer from one point to the other, and. it must be as interested in the products of remote localities as it is in those produced in its vicinity.
To sum up, the underlying cause for the decline of Savannah in foreign commerce appears to have been the lack of an effective organization having both the interest and the means to develop traffic through the Port to replace cotton. The creation of the Port Authority, if it is supplied with terminal facilities and is always aware of the true nature of a seaport, should correct the present
situation.

51

SECTION V. THE PROPOSED TERMINAL

Existing Facilities-Need for State Terminal
Savannah has at present extensive developed waterfrQnt, with a total of fifty-one wharves and piers. The wharves and piers are owned and operated by the railroads, the City, and private interests. The wharves of the private industries are generally in good condition. Some of the other wharves are in a state of disrepair. The railroad terminals, with the exception of part of those owned by the Central of Georgia, are fitted only to a minor degree for the efficient handling of general cargo. It may be argued that the existing facilities, if placed in order, could handle all of the cargo that may be expected to pass through the Port. It is considered that this argument is without force because of the difficulty or organizing so many private and diverse interests.
The developed waterfront of Savannah extends about 15,600 feet along the South Shore of the Savannah River, and includes the property of the Central of Georgia Railway upstream and part of the property of the Atlantic Coast Line Railway downstream. The Port Authority of Savannah owns 7,000 feet of undeveloped waterfront on the South Shore above South Channel; 3,100 feet on the North Shore on Fig Island; and Kings Island. For location see Plate 19, and for ownership of waterfront property, Plate 20.
Within the city limits there are about 2,600 feet of waterfront (about one-half of which is owned by the City of Savannah). Most of the wharves and bulkheads between the Savannah Electric and Power Company building and the United Hydraulic Press Company wharf are in poor condition. At the present time the only use inade of the 2,600-foot waterfront within the city limits is for tying up small boats occasionally, and for loading coal barges at the Griffin Coal Company wharf. For location see Plate 19.
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. Within the area there are also remains of old wharves and bulkheads not covered by these tabulations.
There are three railroad ships terminals in the city, but these are fitted only to a minor degree

with modern equipment for handling general cargo.* Better and more modern facilities for loading and unloading of ships and the consequent lower coast to ships owners would be advantageous.
The wharves of a number of the private corporations such as the Standard Oil, Pure Oil, Gulf Oil, Mexican Petroleum and the National Gypsum Company are generally well maintained and can be considered as first-rate, but they serve only the individual corporation in each case.
A review of the wharf situation at Savannah, considering the berthing space available, the num;. ber of wharves and piers, and the past commerce handled through the Port, may lead to the opinion that Savannah has adequate docking facilities for the amount of cargo that may be expected to pass through the Port. It may be expected that argument will be presented that if the existing facilities were placed in order, they could handle all of the cargo that may be expected to pass through the Port. It is probably true that if these facilities were placed in condition that the capacity of the Port would be ample. However, such an argument, if made, would be based on impractical premises.
The first question to arise is who is to pay for necessary reconditioning? Will all private owners be willing to advance the funds necessary to put their premises in a state of modern and efficient condition? It would be impractical for the State or any other public body to aid one owner without aiding all others to the same degree. If, somehow, this could be accomplished, the further question that would have to be decided is what constitutes modern and efficient condition. Some owners would undoubtedly have different ideas than others as to what these terms imply. The next point that arises is the difficulty of organizing all of the diverse private ownerships into a group that would all work together for the interest of the Port. It would be unreasonable to expect a private wharf owner to forego an opportunity for profit because some other private owner had more suitable facilities for the particular traffic involved.
The next point is the question or organizing the railroads. As has been mentioned before, a water-side terminal to a railroad is an important sales argument with which to approach a shipper. It is regarded as so important that most railroads
*Excepting part of the Central of Gorgia terminals.

52

1-.a 1\ llllm at111Uo11' ~.t.CILI!lll- UT.unt

ur&UI!CI JIUIIJD 01 PLAD 19

1

I

2

t

.'.

5
<6
1
I

9

til'

10

~I

11

I

12

I<

1'

lll

15 16

17 18

19
20
21 22
-2)
15

I

lAO at lAOIJ;olft'

I

ua

I

Caallll CJI at tiWll'

I

I

I

I

I

I

I

I

:

I

I 8\all4al'4 Oil Co. 1fbarl

1 Beoelp\ of l'etlrol_. produoh aad. oll lNDiterlJic

Decld.q &eo', plllDC po4, QProaah &oo4

lhar' I hre Oil Co,
I

I
I . .celpt of laollne &114 J:ero1ne for local 4h\ri'ba.I Uoa

Decld.DC fair, plliq po4, QPI'oaah fair

I AtluUc Coast Line J.ll. llbarf I

I I

.A.U&D.Uc Coa1\ Line ll.ll.lharf

I AUutlo Coa1\ loi111 l.ll. Wharf

I

I Becelpfl of ferfllllser . .\erlalt
I
I Bece1p\ of fertiliser . .fleriall I 1 llatlrollll fleraiul. I<

Decld.q poor, p111DC por, approaDh poor Decld.DC poor, plllllc poor Deoldac poor, pillac poor

I Bowdn Coal u.4 Oil Co, llhart

Coal lNDiterlq &114 loa41DC coal bar&ll

DecltiDC poor, piliDC< poor

I

I Ua.Ued ~driiJ.lc l'reu Co, Wharf

CoUoa hll!ldllDC

Decltlq poor, plliDC poor

I
I u. LA. .,_nHn Yard Dock

lbppl7 baH for ~ .,_neen

DecltiDC po4, plllDC COo4

I

I laTIIII.IIah Machlae" ~CII&II4n Co,Vbart

lhlp repair, craTlac 4oclt, wt basin

All 111. coo4 oon4Uloa

I
: 1cw'lte Wharf lo llarine llatl_,
:

llhcellu.eCIIll ship repair

Decltln& poor, piliDC poor

I :aaaru Wharf I

llhoallu.eous ship repair

Decld.ac poor, pillDC poor

I Public Doolt

1 llllal.l boa\ l&D.41DC

I
I !u& :Boat Wharf

I
1 ~or noatlllc e(Alpant of Atlu.Uo !owtq Co.

Decld.ac fair, pllin& fair

I

I

I Seaboar4 Air Llne llatlvaT Pier Jo,2 1 abu4oa<

In .Ua1

I

I

I J, W, lUsprald

1 ~or Uelac up of floaUq e(Alpaent lo UDloadlDC su4 DecltlDC coo4, pll lnc coo4

I

I

I

1 Public Doolt

1 Public lu4iq for ..all boat

1 Deoldac fair, plliDC fair

I

I

I

1 Besatort lo 8aTIUIIIIIA line wbart I

1 l'a..ncer an4 frei&hfl nice I

1 Decld.ac fair, plllac fair I

1 leaboar4 Air Line JlallVAT l'ler Jo, ' 1 hoelpfl of cotton and fer\iliser

1 Deoldq poor, piliDC fair

llwlloipal 4oolt

I

I

1 Ba for u. 8, Coast Qaard, a&t lo quara\lae lloau 1 Deoldac fair, plliDC fair

t

I

hUINir4 lo 8aftllllah line ll.L Pier lo. ll1 lleoeipt of ferulher . .terial I

1 Deoldq poor, plllDC fair I

haboar4 Air line ~1'1'7 4o*

I ~erey doolt

r fair

I

r

V. L AnT ~neen

I . .ppl.7 baH U. 8, ~ ~ll. .n

1 DecltiDC coo4, piliDC coo4

lleMoD vh8rt

t
1 Uee4 oooa1ioull7 to reoeiTI \laber aD4 \111

'1 DHit1ac poor, pillq poor

f

I

Lee Orit;tln Coal Co, wharf

1 0oa1 11aabrlac

I

I

t

L L Bru1.U 1dlarf

1 fte 19 tor tow boa\1

<I

I<

I

OODI!lO.

I

at

I :atJILmltl

I QIIJWir

I

I

I loa

I

I :loae

t

I Poor I

I Poor

....I
t Poor
I
I

I

I Poor

I

I IGDI

I

I Goo4

I
....I 1011.1
I
I

I

: lODe

..

I

I CCDl!lOI

I

01

I :auu.MJN
I ar WID

I

I

I fair I I fair I I iair
I fair
I coo4

I Poor

I fair

I

: lone

I

I Jcne

I I loa

I I

-

I
I fair
I
I I
-I fair
I
I
I
-I
I
-I
I
--.... I
I
I

I'
I
I
I
~<
I
I

-

1
I
I

1" - f.eU

Of!!Up!!4

IIJllv.IY Q laWIJ' J'.ACI:r.UIIS - 114Y.ADAB

JII1JUIIICI

AMM OJ' J'ACU.lfi

ua

COIIJ)lfiOI OJ' WlWIJ'

JUMBa 01

~'LAD 19

26

Z1
28

29

)0
31

,32

33

I

I

)4

CJll
""'I 35

)6

37
.38
39
lfo
"1
"-2

"' t
I

""'

46

"7
~
4g

50

I
I Market dock
I
1 Lowden vbarf
I
1 Sa~ lleo, lo Po..,.r Co, Wharf
I
I GlUt 011 Co, vbarf
I
Public dock
Sa~ lleo. &o Povezo Co. vbarf

I
I l'ublic lalldinc for ..W.l boat.
I
I fie up for ellall inlud eteaaen
I lilot ill Ule
I
1 Beceipt of petroleaa pro~ote aDd buakerinc
I
1 Public lu4inc for .all boah " ferr7 ludinc
I
: Receipt of fuel oil

Deokinc COo4 lleokinc poor, pilinc poor ba4 oonditiOD Steel 1lulltbead good Concrete ~ad good Wood bulkhead poor, eteel ballr:hea4 good

SaYamlah Lighterage I '!'rueter Co,llhart'l J'or repeir of Ughtere

I

8a't'81Ulah llec, lo Power Co, wharf

: lot ueed !rca water eide

Deokinc poor, plllnc poor Deoklnc poor, piUnc poor

Merobante lo Nlnen Wharf
o - St.,.ehip Co, Wharf

Loadinc ud unloading Nerchante lo Minere ehipe Dockinc of COIIp&llitl Yeneh

Deoklnc good, p111GC good Dook:e in fair condition throachout

Ocean Steaalhip Co. Wharf

Dockinc of Companiee Ye11ele

Dook:e in fair oondt.tioa throughout

Central ot Georgia llailwq Wharf

:Receipt and ehlpaent of freicht

Docke ill. fair ooadi U011 throughout

Central of Georg1a la!lV&T Wharf

1 :Receipt and ehipBIIIt of freight

Dook:e in fair oondttion throughout

Central of Georgia BailW&T Wharf

:Receipt and ehipBIIIt of freipt

Dook:e ill. fair oondi tion throupout

Colonial OU Co, Wa.rf
Yirginia Carolina Ohemical Oo, Wharf
Pierpoint Nuutaoturtng Co, Wharf
Union Bee lo Paper Corp. Wharf
Ktsican Petroleaa Oorp. of Georcia Wharf
latlonal On111.11 Co, Wharf
lir-.rT Senioe J'oro11 Depot Wharf
I 8ucar lleflne1'7 Wharf
I
1 Atlalltio Creoeotinc Oo, Whar.t
I
1 SaftiiJIU ll.1nr Luber Oorp. Vbart
I
1 Southeutern Shipbuilding Co. Dock

:Reoehee and dietriblltee peoUne, keroeene UJ4 fuel Deokinc poor, pillD.C poor

I oUe

I :Receipt of fertiliser aateriala

Deck1nc tatr, pUill& fair

I

1 Loa41nc of aanutaotured arttolee

Deckinc poor. pilinc poor

I
1 :Recelpte of oheiDicale A pv.lp vood a. lhipaftt of

1 lulkbell4 in fair oon41t1on

'

paper pro~ote

1

Beoeipt UJ4 ehipaent ot caeollne. keroeene 6 fllel oU 1 Jv.llr:hel4 in pod coadi tion

I

Becetp' of QpiU aad other rav aaterial

1 lv.lkhell4 111. pod collditiOA

Uee4 b7 U, 8. Anrf

I
1 :Deok111.c w. p1ltnc w

I

VIed.tor receipt of rav eugar

I lleckinc fair, piltnc fair, approach fair

J'or reoeiYinc oreoeote

Deckinc poor. pilinc poor

:Receipt of loggtnc equlpent and eapplin

6 _,. for ehlp bllllding u4 fUttnc Olltdook

All 111. good 001141 t101l

COIIDI'rl <IT
OJ' BUILDUTGS (IT WlWIJ'
IOile
IOD.e
1011.1
1011.1
lone
lone
lone
lo11.e
Poor
J'air
J'air
J'alr
I'air
J'alr
Hone
lone
lone
Good
lone
loae
I I I
1 lone
I
1 lone
'1 lone
I
I Good

CONDITIOI OJ'
BUILDINGS
(IT LUI)
Good l'air Fair Fair Fair J'air J'air
Good J'air J'atr
Good

!l'ABU 15
SURYE or WA.'IIHOU D l.I.CILH'IIS - SAVAIIII.AII

li.AMJO 0'1 WAI!JliiOUO

OWiiliD BY

-: Oi'llli.U'iD BY

LOCAfiOJr

I
IKIJlD

or

ISTORAGJII

:(DRY Qa

I COLD)

CQO!ODl TIJ:S STO.I!JlD

mil or
COIISfiiDC!l'IOJ

I

I

noca 11UM- 1'10'1'.AL

IBJlll. I AU.I. I I
I or I SQ.. ft, :smuu

I
GIUIIAL I CONDI!l'IC/Ifl

I

I

I

I

lie" lain1te Warehouu A

'Atlantic Coast Line R.R.Oo, I Savsnneh Warehouse & For- IJIIaot 111114 of Atlantic Line Wharf I Dry



I<&Z'din;: Co,

1

:

1AUantic Coaat Line R.B.,Co, 1 Atlantic Coaot Line R.i. Co. 1St,Jul1an St. east of B.andolph St. 1 Dr7

:

:

:

:

Warehouae B

!Atlantic Coast Line R.R. Co, 1 Atlantic Coaat Line ll,B., Co. : St,Jul1an St,oaot of B.andolph St.: Dr7

;

:

:

I

Warehouse 111

:Atlantic Coaat Line ll, R. Co,: Atlantic Coaot Line R.R. Co, I St,Julillll St.eaat of B.andolph St. I D-q

1 Warehouse 2

:
:Ocellll Ste!illllahip Co, of I Savannah

:
1 Central of Georgia Railwq
I

I'
: Bq and Wadle;v St. I

I 1 Dr:~<
I

Warehouoe 3

1Ocean Sttlall!ship Co, of

1 Central of Georgia Railwq 1 B.q and Wadle;v St,

1 Dry

: Savannah

:

1

:

Warehouse 4

:Ocean Staamahip Co, of

: Central of Georgia Railvq 1 Bq and Wadle;v St.

I D-q

I Savannah

I

I

I

Warehouae 5 til 1

I Ocean Steamohip Co. of I Savannah

r Central of Georgia Railvq 1 West e:rtenlion of :Pine St.

I

I

t Dr7 I

til Fertilizer Warehouoe 9

:Ocean Steamoh1p Co, of I Savannah

I Central of Georgia: RailW&T I In rear of Wharf Reference 39

I

I

I Dry
I

: Fertilizer Warehouse 10 :Ocean Steemahip Co, of I Sannnah

1 Central of Georgia Railwq 1 In rear of Wharf B.eference 39

I

I

I D-q
I

J'ertilher Warehouse 15 :Ocean Steamship Co, of I Savannah

I Central of Georgia B.ailvq I Central of Georgia Wharf between I Dry

I

I M & Jr ehedl

I

1 B.oslea Storage Warehouoe 1 Ocean Steamship Co. of ISaTannah

: Central of Georgia B.allwa:r 1 314 William Street

I

I

I Dr7 I

Savannah Bonded Warehouse : Central of Georgia

Old Preas Shell lio, l

I
1 Seaboard Air Line B.ailV&T I

1 Sa-.ann!ili Bonded Warehouee 6
I transfer Co. 1 Seaboard Air Line B.a11V&TI

: South of Bq St.Viaduct near Wad-I D-q

I le;r St,

I

: Seaboard Air Line B.ailV&T pier 3 1 Dry

I

I

1 Old :Press Shed lio, 2

1 Seaboard Air Line B.ailW&T 1 Seaboard Air Line B.a1lwa7 I Seaboard Air L'ine B.ailvq pier 3 : Dr)'

Warehouse 6

I

I

1 S~>&board Air line RailV&T 1 Seaboard Air Line B.ailva;v

;

J

I

I

: Seaboard Air Line llallwq pier 3 I D-q

:

t

1 Warehouse 1 and <?

1 Seaboard Air Line B.ailV&T 1 .American Warehouse & Storage 1 Seaboard Air Line B.ailW&T pier 4 1 Dry

J

:

l

Warehouse 3 and 4

1 Seaboard Air Line B.ailvaT 1 American Warehouoe & Stora;te : Seaboard Air Line B.ailwq pier 4 : D-q

I

I

I

I

Scuthe&.stern CompreH & : Savannah Warehouse ;;. Com- : S011theaotern Compress 6

Warehouse

I :prozs Co,

: :Press Co,

1 South Bank Savannah lliver
I

I Dry I

1 tillman ' u.s. Bon'ied Cotton

:
: Southeastern Compress 6 1 Wcehouoe Co.

t

I

&

: Tillman 'a U.S. :Bonded Cotton 1 Water St, Just north of .BAT St. : Dry

1 lfarehouae Co.

1

1

I

I

I

I

I

I Cottonseed cake 6 I Woo4,COJJpolit.CDI 1

I fntililer

: root

I

1 Cotton 6 Bagging 1 Brick

: 1

:

I

:

57100 37500

: fall'
I
1 fair
:

1 Cotton & Bagging : Brick

1 l

37500 : fair

I

:

I

:

1 Cotton

:Brick

1 1

77976 1 fair

S

I

I

:

: GeneralMerchandbel Br1CI<

I

I

I l

54126 : fair

I

I

1 Imported ba&gl.ng 1 Brick:

1 l 1 30384 : fair

:

:

I I~~ported bagging I Brick

:

:

1l I

:
30057 : fair

I

I

I General COIIIIloditil Brick:

I

I

I

I

I1 1

I

I

I
49550 : fair
I

I rert11hr
I

I Wood fr
I

I1 I

I

I

62620 : goo4
I

1 J'ertilhe...

1 Woo4 fr

1 l 1 26260 : tall'

I

I

I

I

I

I Fertilhere

I Wood fre

: l I 5194o I goo4

I

I

I

I

I

I J'ood :Product.
I

I loo4 product 1 3 :

I

I

I

27000 I good
I

1 General Merchan-
I diee 1 Bot in uee I

1 Brick
I
1 Brick: I

11 1

I

I

1l 1

I

I

49820 14oOO

1 goo4
I
1 poor I

I liot in uee

1 Brick

1 l 1 13000 1 poor

I

I

I

I

I

1 liot in use
I

1 Wood frue
I

1 1 1 '666oO I fair

I

I

I

1 J'ertilhero
:

1 Wood fre t

1 1 1

t

:

37300 1 fair
I

1 rertilhere I

1 Woo4 true I

11 1

I

I

48100 I fair I

I Cotton :

: Concrete & I brick

I l I 1,061000 I good

1

I

1 lloain

1 Unoccupied

1 l I 29336 : goo4

:

1

bBLJI 15 Oont1111114
SUROI or 1Willl01181 l.lCILI'l'IIS - Bll'ADAII

;-

:

:

140 OF WAUBCUS&

OWill Bt

I

:

I

OPJ:RATED BY

LOWIOJI

IJ:IRDOJ'I

IS!l'OIUGI :

I ( :DRT

:

: OJ'

I

COLD)

COIIMODI'l'IIS S!l'ODD

Roein Sb.l4 Jlo, 1

I

I

:Atlantic Coaat Line a. a. Co. 1 Atlantic Coast Line a.a. Co. Atlantic Coast Line '1'e1'!11inal eaetl Dry

I

I

end of St. Julien St,

1

1 Bolin Shed Jlo, 2

IJ.tlantic Coast Line R.R. Co, : Atlantic Coast Line ll.ll. Co. 1 Atlantic Coaat Line '1'er11ill&l. eaat: Dry

I

I

I

1 end of St. Julian St,

I

: Rooin Yard

:Atlantic Coaet Line ll,ll, Co, 1 Atlantic Coaat Line li.R. Co, 1 Atlantic Coact Line 'l'e:....inal eaatl Dry

I

:

end of St. Julian St,

1

I Rolin Yard IJ>iri t Shed

:Atlantic Coast Lir.e ll.ll. Co, 1 Atlantic Coaet Line R.R. Co.

I

I

:Atlantic Coaet Line R.ll. Co. : Atlantic Coaat Line ll.ll. Co.

:

:

Atlantic Coaat Line !l'el'llinal eaet: Dry

end ot St. Julian St.

:

Atlantic Coaat Line 'l'e1'1tinal eaetl Dry

end of St. Juliea s~.

1

I Cotton Shed A

IAtlantic Coaet Lir.e ll.ll. Co. 1 Atlantic Coaet Line ll.ll. Co, 1 .Atlantic Coast Line '1'e1'1tinal eaat: Dry

I

:

1 end of St, Julian St.

1

Cotton Shed B I Cotton Shed C 1 Cotton Shed I)

:Atlantic Coast Line R.R. Co. 1 Atlantic Coast Line R.R. Co, 1 Atlantic Coaet Line 'fersinal eaatl Dry

I

:

I end of St, Julian St,

I Dry

U.tlantic Coast Line a. a. Co, : Atlantic Coaet Line li.R. Co, 1 .Atlantic Coast Line 'l'el'llinal eastl Dr7

:

I

: end of St. Julian St.

1

!Atlantic Coaat Line ll,ll, Co. I Atlantic Coaet Lino R.R. Co. 1 .Atlantic Coast Line 'l'eninal eaatl Dry

I end of St. Julian St.

1 Jatioll&l. G,piiWII Co. Ware- :latioll&l. G,peum Co,

1 Jlational Grpeu11 Oo.

1 South Blllll: Saftllllah RiTer

Dry

oU-l. 1 houae
1 Cotton Shed Jlo, ~
Cotton Shed No. ~

I

I

I

1Seaboard Air Line llailway Co,: .american Warehouoe lo Stcr a&e :Seaboard Air Line Pier Ho. J liut- 1 Dry

Co,

I chiniOn lelead

:Seaboard Air Line Railway Co, 1 .American Warehouse & Storage :Seaboard Air Line Pier No, J liut- Dry

Cotton Shed lfo, 5

I

I Co,

1 chinaon leland

1Seaboard Air Line llailwa,y Co. 1 .l.ll!eri can Warehouae & Stora&e 1Seaboard Air Line Pier No, 3 liut- 1 Dr7

Cotton Shed lllo, 6

:

I Co.

1 chinaon leland

:Seaboard Air Line llailwa,y Co.: .american Warehouse & Storu:e :Seaboard Air Line Pier lo, 3 liut- Dry

"Cotton Shed No, 7

I

I Co.

chineon leland

:Seaboard Air Line llailway Co, 1 .American Warehouse & Storage 1 Seaboard Air Line Pier No, J !!ut-I llrT

I

Co.

chinaon I &lead

1

'll!.rpentine & lloain i'actoral'fllrpentine & Rolin J'actore 1 'l'urpentine & lloain Factore 1 :Between St. Julian St. Preai-

Dry

Inc.

1 Inc.

1 Inc,

dent St.

I

!lu'pentine lo Rotin Factors: Samar lota\e

'll!.rpantine & Rosin Factors 1 North of St,Julian St. at Co..-

Dry

Inc.

:

: Inc.

1 merce St.

I

.'l\lrpenttne & RoBin J'actora:llowland latate

Inc,

1

'l'urpentine & llocin Factor : :Deptford 'l'ract on east President llrT

Inc,

: Street

I

I

1 Union Be & Paper Co,

:Union- :Be and Paper Co,

: Union :Be and Paper Co,

South Bank of SaTannah RiTer

Dry

I Cotton Shed I

I

I

IAtlantic Coa1t Line R.l!. Co, 1 Atlantic Coaot Line R.R. Co. .Atlantic Coaat Line lfharfe

Dry

1 Roein Roain Rolin
1 Rolin Spirit& Cotton Cotton Cotton
NaTal Storea 1 G,paum rock
1 J'ertUher 1Cot ton and baca
I
1 Cot ton and baca Cotton and bacs
1 Cotton and bags 'fllrpenttne A roe in
1 lloein
Rolin
Chemical Cotton

1 Cot ton Shed r

Utlantic Coaet Line ll,ll. Co, 1 Atlantic Coast Line R. R. Co, 1 Atlantic Coast Line Wharfa

Dry

Cotton

Cot ton Shed G
: Buildi~~~~:c .t.-:8-C
I

:Atlantic Coast Line R.ll. Co, 1 .Atlantic Coact Line ll.l!. Co, 1 Atlantic Coast Line lfharfe

I

:Central of Georgia R.R. Co,

Merchanta and Minere

I Wharf 34

Dry
I Dry

Cotton

I

,

1 mJ or

: COJIS!l'liUC!l'I 011

I

:

:

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II

run their water-side terminals at a loss. Waterside terminals, in fact, remain as very nearly the last competitive argument among tidewater railroads, and they will resent any attempt to take their terminals away from their control and will probably fight to the last ditch to retain them.
Even if complete conditioning of the present port facilities could be put into effect, free access to all carriers must be provided to all terminals. This requires a belt line railroad, uniform switching charges, and the abandonment of terminal competition between railroads.
Above all, the principal difficulty with diversified ownership of the port facilities is that a State Port Authority in soliciting business for a port must be able to assure shippers definitely of the treatment that they will receive and the facilities that will be available to them. They must be able to assure carriers of terminal facilities as well. For the Authority to operate to develop new business it must have the means to do so and the means to give positive assurance that it can give the service. The State terminal is a positive base for the development of business by a public authority.
The State should build its own terminal on a convenient site, one preferably offering a large area to the establishment of industrial plants. Such a terminal should have, as a minimum, berthing space for five large cargo ships; adequate transit sheds, wharves, storage yards, highways and railroad facilities, including a belt-line. There should also be room for expansion when it becomes necessary.
The difficulty of operating the Port by an organization of private interests has been pointed out. No attempt has been made to estimate the cost of the necessary organization of private interests or, to go a step further, the cost of taking over any existing private plant for development, but it is reasonably certain that such costs would be in excess of the funds available. The obvious answer is for the State to build its own terminal. By doing so, it can choose a site that is suitable, offers room for expansion when necessary, permits an economical type of construction, and offers room for industrial sites.
For various reasons, room for industrial expansion adjacent to the terminal is a desirable thing. While the conditions that determine the location of industrial plants are often dependent on other factors than the availability of water transportation, yet, other things being equal, an industrial

site with a seaport location is advantageous. Coastwise rates are an attraction to the manufacturer, and if his product is based on export or import to any extent, such a site has a distinct advantage. From the standpoint of selling the port, jt is also desirable to have available industrial sites. Mobile is an outstanding example of the development of a city through a port by the introduction of industry. Ten large industries have located in Mobile, either directly or indirectly as a result of the port as is discussed later on. The mistake should not be made, however, of permitting inJustry to occupy the waterfront of the port area as it is prudent to reserve this always for public use.
As is developed later, considering funds available and possible commerce, a terminal having a berthing space for five deep water ships is considered the best solution at this time. Such a terminal should be provided with adequate transfer sheds, wharves, storage yards, with ample and convenient connections to highways and railroads.
An important adjunct of such a terminal is a belt line. A belt line would connect all of the railroad lines entering the city and would give, at a standard charge, a transfer of freight in cars from one point in the city to another, connecting all rail and water terminals. A belt line railroad operated as a universal transfer system places all shippers over whatever lines on the same basis and simplifies the obtaining of business for the port.
Terminal Sites
Three sites have been considered for the location of the terminal. One site, that of the Central of Georgia Railway, has been rejected as it requires considerable modernizing and its acquisition would be possibly delayed by long drawn out proceedings. It does not present adequate room for industrial sites. Another site, that of the United States Army Depot, has been rejected because of the necessity for continual dredging at excessive costs to maintain the channel and ships' berths. The Seaboard Railway bridge downstream from this site presents a distinct disadvantage. The site selected is the Port Authority of Savannah property, east of the Standard Oil property. This site does not have the foregoing disadvantages, provides ample room for expansion and is nearest the ocean.
The foregoing paragraph sums up the situation and is discussed in detail as follows:

58

Of the many sites surveyed three have been considered suitable for the Proposed Terminal, all being located on the south bank of the Savannah River. The north bank of the Savannah River is not considered suitable for a terminal since it would involve the construction of a railroad and a highway bridge.
The following considered sites are shown on
Plate 21: 1. Property of the Port Authority of Savannah, east of the Standard Oil Company. 2. United States Army Depot-above the Seaboard Air Line Railway Bridge, opposite or above Kings Island. 3. The Central of Georgia Railway property.
We will consider the above sites in inverse order as follows:
The Central of Georgia Railway has a number of wharves, and its terminal can be connected to all the railroads. It was largely built about 45 years ago, and has a coastwise terminal which today is still convenient and efficient. It was formerly used to a greater extent than at present; one of the slips, we are advised, is abandoned. Its deep water berthing spaces are generally in good condition and are fitted to a certain extent for the convenient handling of certain bulk commodities. It appears to be well served by railroad facilities, but we have been advised that under conditions of the war there has been serious congestion of cars in the terminal yards. Generally, the Central of Georgia Terminal is a good terminal but is not considered desirable as a base for the Port of Savannah. There is very little room for industrial sites in the immediate vicinity for which it is believed desirable to provide. Complete modernization would have to be undertaken and above all this, the cost of taking over the terminal combined with the litigation that might ensue, would render the overall economy doubtful as compared to the construction of a complete new terminal, designed for the efficient handling of deep water cargo. Terminal facilities to a railroad are an important sales argument, as is witnessed by the fact that most of them are run at a loss. Tidewater terminals are one of the last remaining competitive resource~ of railroads and they resent having to give them up.
It is because of these disadvantages, namely, lack of space for industrial expansion, cost of modernization, and above all the difficulty of acquisition, that this site is not further considered.
Above the City is the site of the United States Army Depot. This site offers considerable room

for industrial expansion, but has other disadvantages. Below it is the Seaboard Railway bridge, whi~h is a single track, single leaf, bascule bridge and is built for railroad purposes only. Even if this bridge were rebuilt it would provide an undesirable obstacle to the passage of ships to and from the terminal
This site is also farthest from the ocean. An appreciable cost at this site would be dredging of the channel and the ships' berths. Deposits continuously build up in this stretch of the river, as we have noted in our own local experience. This condition would be helped by a dredged basin above the site, but the resulting cost would still be excessive. It is because of the foregoing disadvantages; namely, the obstructing bridge, the distance of the site from the ocean, and expansive dredging required, that this site is rejected. The Port Authority of Savannah property, east of the Standard Oil Company, is recommended as the best site for the proposed terminal for the following reasons:
1. The land is owned by the Port Authority.
2. It is about three miles from the center of the City-not an excessive distance with modern transportation.
3. It offers accessibility to deep water. It is the site nearest the ocean. The width and depth of river are favorable.
4. The recommended terminal site is located alongside a 400-foot channel having a 30foot depth. The U. S. Engineers are contemplating widening the channel to 500 feet, which would in turn favor this site. The dredged material could be pumped to fill the terminal site.
5. This site being on the lower end of the river does not get heavy sand deposits of the upper stretches but is limited to a smaller deposit consisting of mud and fine silt.
6. It will offer accessibility to all the railroads by means of a proposed belt-line railway which is contemplated as part of the new project.
7. It offers accessibility to highways. The main highways which radiate from Savannah in all directions can be made to serve the terminal.
8. There is ample land for expansion. The property has a water frontage of 7000
feet.

59

9. It contains and is adjacent to many favorable land sites for the erection of plants for heavy and light industry. This is highly desirable because the ability to present convenient industrial sites is an important asset of a port. The experience at Mobile, as later cited, evidences the desirability of providing industrial space, and in fact, one of the industries located on the Port of Mobile property, now finds itself restricted because of lack of adjacent space now required.
10. The cost of development is reasonable. There is an additional advantage that this site has. As traffic in Savannah increases, it will become desirable to cut off Bight Channel, probably
by a cut extending Lower Flats Range Channel
into South Channel a:nd deepening South Channel to Mackey point from this extension. This cut-off will provide an additional 6,000 ft. of waterfront. This matter should be discussed with the District Engineer and, if necessary, restrictions should be placed on the dumping ground in South Channel east of the mouth of Wilmington River.
Estimated Cost of Construction
The cost of the terminal is estimated to be about $8,000,000. This would include berths for five ocean-going ships, four transit sheds, two warehouses, access and assembly track, belt line railroad, roads, weight-handling machinery, and miscellaneous equipment. A quick-freeze and cold storage warehouse, which may be built concurrently with the rest of the terminal or deferred to the future, has been estimated to cost an additional $500,000. The initial plan does not contemplate construction of special coastwise berths but does permit provision to be made for these facilities when they become necessary.
The proposed terminal is shown on Plates 22 and 23. It is to be noted that the designs of the facilities shown thereon are not to be considered as final designs. The drawings are largely diagrammatic and are principally for the purpose of estimating cost of construction.
Based on these drawings the details of our estimate of cost of construction are as follows:
Yard Development
Dredging and Fill ------------------------$ 230,400 Clearing Land -------------------------------- 6,500 Grading Land -------------------------------- 31,500 Roads (including wharf apron) 440,000 Fencing and Gates------------------------ 16,950 Yard Services -------------------------------- 148,500

R.R. and Crane Track_________________ 260,000 Weighing Platforms -------------------- 140,000
Total for Yard Development________$1,273,850 $1,273,850 Sheet Pile Bulkhead________________________________________________ 540,000 Warehouses ----------------------------------------------------------- 1,152,000 Transit Sheds ---------------------------------------------------------- 1,440,000 Weight Handling Equipment ------------------------------- 620,000 Yard Equipment ---------------------------------------------------- 324,000 Belt Line Railroad
Right-of-way ------------------------------- $ 220,000 Single Track R.R. ________________________ 506,850 Overpasses -------------------------------------- 400,000
Total for Belt Line R.R.__________ $1',126,850 $1,126,850
$6,476,700 Contingencies 10o/o 647,600
$7,124,300 Interest during construction Engineering, Legal, Inspections, etc.____________12o/o 855,700
Total Cost $7,980,000
In this estimate, no allowance has been made for the cost of acquiring the terminal site. Such costs,if any, would be dependent upon State policy. Undoubtedly, the improvement, when completed would be of great benefit to the City of Savannah and it would seem that satisfactory arrangements could be made between the City and the State Port Authority for the acquisition of the properties involved for a nominal consideration.
It will be noted that the layout shows facilities for quick freeze and cold storage. These facilities have been estimated as a separate proposition to cost $500,000. They may be built concurrently with the rest of the terminal if desired, or may be deferred to the future. Cold storage facilities may be installed for $500,000, but if funds are available, we suggest a larger plant.
The terminal will act as a connecting link between the ships and the rail and highway carriers and will provide storage space, cargo-handling equipment, freight yards for the break-up and assembly of incoming freight trains, and means for bringing these cars to shed and ship side. No special provision is made for the handling of bulk. cargo such as coal, ore, and petroleum.
The general study of the whole port situation indicates that with the amount of money available its best expenditure would be to provide berths for ocean-going vessels and not at this time to spend part of the money available for provision for special coastwise berths. Future coastwise commerce passing through the terminal should be provided for as it develops. Space is available for

60

such a development. In the layout of the terminal, a water frontage of 1500 feet has been left, upstream, adjacent to the Standard Oil property, and this frontage may be conveniently developed into a coastwise terminal if it becomes necessary to build such in the immediate future. The reason that this space is left upstream is that it is the most convenient location for coastwise service which will probably have considerable local receipt and delivery of freight
A marginal type of wharf or quay is recommended. This type is advantageous where the waterfront is long enough as it is relatively cheap to construct, permits the easy docking of ships with a minimum use of tow boat assistance, provides relatively unlimited depth normal to the ships' berth and is highly efficient under proper scheduling and management. Slips are not generally as desirable as a marginal wharf where water front is available, as they are not so easy to maneuver ships about and tend to silt up more rapidly than a marginal wharf. In brief, it is proposed to construct about 3000 lineal feet of bulkhead which will provide sufficient space to dock six moderate sized freighters, or five large cargo ships of the Victory or Liberty class and several smaller craft.
The docking space would be suitable for oceangoing ships, inland waterway vessels, or barges. With five of the berths serving ships of the Victory type, and assuming that each berth would handle three ships each month, a total of fifteen ships per month could be accommodated. Assuming that each of the ships discharges a full cargo of 4550 tons and loads a full cargo of 4550 tons, a total cargo handling capacity of the terminal would be 136,500 tons per month, or 1,638,000 tons annually. With modern equipment, this rate of freight handling could be easily maintained.
The purpose of transit sheds is, evident as they serve as a temporary reservoir for cargo moving in and out of the ship, as the working space for its handling, and as a shelter from the weather. For deep water shipping a reservoir is needed, as cargo for a particular ship may accumulate over a period of time prior to sailing. Ample transit shed and warehouse capacities make for efficient use of a terminal and render unnecessary occupation of space opposite the berth for storage purposes. Berths, therefore, can be used to greater capacity.
It is,therefore proposed to provide ample storage space for all the ships that can be berthed at any one time. In the transit sheds and storage ware-

houses, cargo for export can be assembled at convenient times prior to the arrival of the freighter, and the discharged cargo can be placed in them temporarily to be distributed after the rush of getting the vessel in and out of port is over. The space provided is of such capacity that the full cargo of five ships can be accomodated. The transit sheds and warehouses will provide 640,000 square feet of floor space. Allowing approximately 25% for aisle space, there will be a useable area of 480,000 square feet. With commodities piled an average of 7 feet high, 3,360,000 cubic feet could be stored. Using the nominal steamship ratio of 100 cubic feet of space to the ton, the storage facilities would amount to 33,600 tons.
It is planned to equip these facilities with the most modern type of cargo handling equipment, both for the loading and unloading of ships, for the loading of cargo into railroad cars or trucks and for the handling and stacking of materials within the warehouse.
In order to allow all of the railroads to have access to the State Terminal on an equitable basis, the construction of a belt line railway is proposed. It is proposed to construct overpasses along its line so that interference with existing highways carrying heavy traffic will be eliminated. The exact right-of-way of the belt line would actually be established after further en. gineering study, which would indicate the best possible arrangement. Collaboration of the railroads and the highway authorities would be needed in such a study. In general, the belt line is located outside of the city limits in order to keep the purchase price of the property involved at a minimum, to interfere least with existing business and residential property and to avoid heavy damage cost due to expropriation of improved land. Undeveloped land adjacent to the proposed belt line could be advantageously used as new manufacturing sites. With these considerations in mind, we have tentatively located the belt line, for purpose of estimating costs, as shown on Plate 21.
There is also shown on Plate 21 an alternate route for the proposed belt line railroad. This route was surveyed in 1922. It starts at the Central of Georgia Railway tracks near the intersection of Louisville Road and the Savannah and Ogeechee Canal. From this point the route runs north alongside the canal to Bay Street where it crosses the canal and proceeds to River Street. It runs eastward along River Street to its intersection with Broad Street and thence in a south-

61

easterly direction following the Central of Georgia Railway tracks and then proceeds westward to the proposed terminal. To arrive at an estimate of cost of this alternate route would involve considerable detailed study which is beyond the scope of this report, as there is involved the expropriation of valuable property in the heart of the city and the necessity for negotiations with railroads for the use of their trackage. Estimate of Future Traffic
Estimates of traffic through the Port of Savannah are necessarily largely speculative. The determining factors are rates, speed and frequency of carriers 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 inter-coastal rates are a principal factor 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, less risk of delay in case of failure to make a connection, the end result of which is that capital is tied up in the shipment for a shorter time.
Trade is usually conservative and tends to flow 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 well used 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 discussion, 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 businessgetting 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 building up to 1,600,000 tons annually in 40 years. It is emphasized that this traffic can result only from proper organization and salesmanship.
A graphical representation of past and estimated future tonnage through Savannah is shown on Plate 24.
This Plate shows: (1) Total traffic through the Port of Savannah from 1915 to 1941. (2) Total traffic through the Port of Savannah less petroleum from 1915 to 1941. Petroleum is excluded because it is a special commodity generally subject to different conditions of control than other commodities, amounts to a large part of the tonnage through the Port, and is handled by special and private facilities. .(3) The traffic through the Port of the following selected commodities: tobacco, cottonseed products, naval stores, paper and wood pulp, chemicals, general cargo, and miscellaneous cargo. The commodities have been selected as those most likely to use the State facilities and their trend has been plotted to determine if it follows that of total traffic less petroleum. From this curve, the following commodities have been excluded: petroleum and petroleum products, gypsum, raw sugar, cotton and linters and lumber and logs. The commodities excluded from this record are those which will probably be handled over private manufacturing plants facilities or as in the case of cotton, are so rapidly declining in importance as not to justify future consideration. It will be noted that for the year 1949, a point is shown which is the U. S. Engineers estimate of total tonnage which will move through the Port "a few years after normal shipping conditions are restored after the war."* This point is
*We have arbitrarily assumed this description means 1949 for purpose of comparison.

62

shown both for total tonnage and for tonnage less petroleum. At this point of discussion, reference is made to Table 16 which gives the U. S. Engineers estimate, above referred to, in detail. Compared to this estimate is a parallel record of commodities moving through the Port in the year 1938 which gives an indication of how the U. S. Engineers expect changes to occur.
It is to be noted that the U. S. Engineers expect that a few years after the War, the total traffic will return to the 1936 level, and discounting petroleum, to even a lower level. If conditions remain the same as they are at the present time in the Port and no effort is made to build up traffic through it, this is a fair and reasonable estimate and it is an indication of the conditions that may be expected to prevail in Savannah after th, War unless effective means are taken to stimulate commerce through the Port.

TABLE 16
INBOUND AND OUTBOUND WATER BORNE COMMERCE OF THE PORT OF SAVANNAH

Estimate of U. S. Army Engineers of Tonnages of Principal Commodities expected to move through the harbor a few years after normal shipping conditions are restored after the War and comparative tonnages for 1938.

U. S. Army Engineers'

Commodity

Estimate * Tons

Petroleum & Petroleum

Products ------------------------------ 2,000,000
Gypsum ---------------------------------- 150,000 Raw Sugar ---------------------------- 170,000
Chemicals ------------------------------ 250,000 Naval Stores ------------------------ 125,000 Cotton and Linters________________ 50,000 Lumber and Logs ________________ 34,000

Tobacco ---------------------------------Cotton Seed Products____________ Paper and Wood Pulp____________
Not otherwise specified________

22,000 35,000 175,000

General merchandiseRetail and Wholesale____ 300,000 Total 3,311,000

Total Less Petroleum and

Petroleum Products__________ 1,311,000

1938 Tons
1,478,388 8,602
159,056 331,121 108,162
65,249 136,832
7,817 28,702 307,270 610,421
206,514 ' 3,448,134
1,969,746

*Source of Information-D. S. Army Engineers Office, Post Office Building, Savannah, Ga.
Referring to Plate 24, shown thereon are estimated mean tonnages over the period of record and extended over the period of financing or to 1985.
In extending these means so many intangibles are involved that it is difficult to do more than speculate on the quantities involved. However, we have proceeded on the following assumptions

in extending the mean total tonnage: that the present mean tonnage of 1,700,000 tons per year, exclusive of petroleum, will be ma_intained; that from this point on an annual increase in tonnage of 5,000 tons will be obtained; and that a gradually increasing tonnage from and to the Middle West to and from foreign ports will be obtained which would amount to 400,000 tons annually at the end of ten years. It is possible to increase this tonnage from the Middle West but this has not been taken into account for the purpose of the estimate. It is believed that the annual increase of 5,000 tons is justified on the assumption that the trend in the South is towards industry, which trend will take place without reduction in the amounts of present raw material production; and we show in Section VI that there is a probable increase in export and import tonnage due to this of about 67,000 tons per year. On the foregoing assumptions, we arrived at a total tonnage through the Port less petroleum of 2,300,000 tons in 1985.
It is to be noted that the records of the selected commodities taken year by year are nearly a constant amount below the records of total traffic less petroleum or, in other words, either total traffic less petroleum or the selected commodities may be taken as an index for future prediction. There is however, a slight variation which appears to indicate that the trend of the selected commodities gives a slightly increased rate of future increase than that obtained from total traffic less petroleum. Based on this, a prediction of special commodities tonnage has been made which would amount to 1,600,000 tons in 1985 but which with an expected annual tonnage of 400,000 tons from Central Freight Aassociation Territory brings this figure up to 2,000,000 tons in 1985.
For the purpose of estimating tonnage through the State Terminal, it is assume.d that in 1947 the state facilities start out with 350,000 tons which is about 20% of the total traffic less petroleum through the Port. This traffic is expected to increase at a slightly higher rate than that of total traffic less petroleum due to the superior handling facilities and conveniences of the new terminal. Beginning also in 1947, it is expected that the development of tonnage from Central Freight Association Territory will start and that this will be accomplished to full extent over a period of ten years, so that in 1957 the tonnage through the State facilities will be 750,000 tons. From this point, increase is constant at

63

a rate of 30,000 tons per year until about 1985 when it is expected that tonnage through the State facilities will amount to 1,600,000 tons or about 70% of the total traffic less petroleum through the Port at that time.
It is to be clearly borne in mind, however, that these increases in tonnage will follow only as a result of active solicitation, the overcoming of any hampering conditions of the rail situation and a continued and sustained effort to obtain business on the part of the port interests.
Terminal Operating Costs The annual expense of operating the terminal
and meeting interest and amortization charges will be approximately $1,723,000 based on a mean tonnage. The mean tonnage of approximately 1,000,000 will, according to the tonnage graph of Plate 24, be handled through the Port at about its 20th year of operation. For the purpose of discussion, therefore, that year, with a tonnage of 1,020,000, has been selected as representing average conditions.
The operating expense of the terminal will consist of administration costs, cost of belt line operation, 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 coldstorage facilities is not included, as it will be assumed that if those facilities are provided 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 20th year of operation:
Administration Office Rent --------------------------------------------------- None Port Superintendent ------------------------------------ $ 7,000 General Secretary ---------------------------------------- 4,000 Comptroller-Accountant --------------------------- 3,500 Two Assistant Accountants ---------------------- 5,000 Three Stenographers -------------------------------- 6,000 Office Boy or Messenger --------------------------- 1,000 Light, Telephone, Stationery, etc.____________ 2,000 Legal, Advertising, Printing, etc.____________ 6,000

Total Administration________
Maintenance of Terminal Patrol Boat and Motor Vehicle Maintenance ---------------------------$ 2,000 Janitorial and Repair Service________ 66,000

$34,500

Total Maintenance___________$68,000 68,000

Operation and Maintenance of Belt Line Railroad ----------------------------------------
Annual Maintenance Dredging__________________
Field Overhead for Checkers, Clerks and Policing ----------------------------------------

65,000 7,500
110,000

Total Operating Expense________ $285,000
Based on the tonnage of 1,020,000, this would amount to 28 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 18.
The annual expenditure of $7500 for maintenance dredging is necessary to restore the minimum depths of water required for safe navigation. While this may not be required for the first year or so of operation, the silting and shoaling will however accumulate until removal of accumulation by dredging will again be necessary.
Fixed charges consist of annual interest on principal loan and amortization payments. Any estimate of this, naturally, involves an assumption 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 retirement.
For the purpose of this report, it is assumed that the project will be financed by State Ports Authority Revenue Bonds. We have assumed 40year 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% interest rate for a principal loan of $7,980,000, the estimated cost of the project, is shown on Table 17.
Under this schedule, interest will start immediately 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 $319,200 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 interest requirements being as indicated on Table 17 for the entire forty-year period.
The cost of freight handling varies depending upon operating conditions and locality. In arriving at a fair figure to use as the cost of handling in Savannah, a comparison was made of rates charged in that locality, as listed in "Port Series No. 10" of 1940 published by the United States

64

TABLE 17
SCHEDULE OF ANNUAL PAYMENTS OF PRINCIPAL AND INTEREST TO RETIRE IN 40 YEARS @ 4% INTEREST BASED ON UNIFORM TOTAL ANNUAL PAYMENTS

Principal Amount $7,980,000

YEAR 1st 2nd 3rd 4th 5th

PRINCIPAL

INTEREST $ 319,200
319,200 319,200 319,200 319,200

TOTAL $ 319,200
319,200 319,200 319,200 319,200

6th 7th 8th 9th 10th 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

$ 108,000 113,000 117,000 122,000 127,000 132,000 137,000 143,000 148,000 154,000 160,000 167,000 173,000 180,000 188,000 195,000 203,000 211,000 219,000 228,000 237,000 247,000 257,000 267,000 278,000 289,000 300,000 312,000 325,000 388,000 351,000 365,000 380,000 395,000 414,000
$7,980,000
$7,980,000

$1,596,000
$ 319,200 314,880 310,360 305,680 300,800 295,720 290,440 284,960 279,240 273,320 267,160 260,760 254,080 247,160 239,960 232,440 224,640 216,520 208,080 199,320 190,200 180,720 170,840 160,560 149,880 138,760 127,200 115,200 102,720 89,720 76,200 62,160 47,560 32,360 16,560

$ 1,596,000
$ 427,200 427,880 427,360 427,680 427,800 427,720 427,440 427,960 427,240 427,320 427,160 427,760 427,080 427,160 427,960 . 427,440 427,640 427,520 427,080 427,320 427,200 427,720 427,840 427,560 427,880 427,760 427,200 427,200 427,720 427,720 427,200 427,160 427,560 427,360 430,560

$6,985,360 $8,581,360

$14,965,360 $16,561,360

Army Engineers, with an analysis of freight handling costs at New Orleans, contained in a

*Study of Comparative Operating Costs-Inner Harbor Canal Project vs. River Front Wharves by V. J. Bedell Company.

study made by V. J. Bedell Company* and studies made by other authorities.
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 charge! 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 professor of Transportation at New York University and director of Harry E. Stocker Associates, transport counsel, indicates a saving of about 90% in the handling of canned paint, when resort is had to modern handling methods:

"Saving Resulting from Palletized Shipment of Paint"

Palletized Unpalletized

Number of cans of

paint in car ----- 1,344 Men to unload car.................... 2

1,305 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 Cost to unload car..---~- $3.96 Cost to unload car per ton ___ $0.113

$ 3.50
$46.62 $ 1.37

According to the "Port Series No. 10," it is

customary at Savannah 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 the 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 Com-

pany's study, it was assumed that a conservative

figure of 56.5c per ton would cover this item.

65

For the purpose of estimating the cost of handling 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 directly from or to cars alongside of the ship and 75% would pass through the transit shed or warehouse. With this 25% at 56.5c per ton and the 75% at $1.13 the average cost of freight handling through the terminal would be 99c and this figure has been used in subsequent computations of terminal expenses.
To summarize the costs of terminal operation and maintenance, bond service and direct labor for freight handling, for the year selected for illustration, we have the following:
Terminal Operation and Maintenance____$ 285,000 Bond Interest and Amortization________________ 428,000 Freight Handling-1,020,000
tons at 99 cents____________________________________ 1,009,800
Total Cost________$1,72.2,800
The costs of each year of terminal operation, during the entire 40-year period of financing, are shown on Table 18.
Revenue and Results of Operation
From revenues derived from freight traffic alone, the terminal will not be self-liquidating. The average annual deficit will be $230,000.
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 24.
(b) It is assumed that in the mean year, with a mean tonnage of 1,000,000, 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 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 Savannah 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 Savannah is 55 cents. Fertilizer material, however, carries a lower rate. 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 included are machinery, radios, automobiles, separate articles, and compares with the present Savannah 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 Savannah 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 670,000 tons of raw materials and low-processed commodities will be as follows:
From Wharfage ----------------------------------------------- $0.21 From Movement Shipside tcr Cars_______________ 0.125 From Movement Shipside to Storage____________ 0.375 From Movement Storage to Cars_______________ 0.375 From Storage Charges____________________________________ 0.05
Total (per ton on 2/3 of the freight) $1.135
On 330,000 tons of high-processed goods and manufactures, the revenue per ton will be as follows:
From Wharfage ----------------------------------------------- $0.21 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 (per ton on 1/3 of the freight) $1.835

66

T.ABLl: 18
ESTIMATED :RESULTS OF OPERATION FOR
i:!Q YEAR l"OSTWAR PERIOD
Based on Terminal Construction Costs of $7,980,000

Estimated

Year

Tonnage

1

350.000

2

~90,000

a

30,000 470,000

5

510,000

6

550,000

7

590,000

8

630,000

9

670,000

10

710,000

11

750.000

12

780,000

ia

810,000 84o,ooo

15

870,000

16

900,000

17

930.000

18

96o,ooo

19

990,000

20 1,020,000

21 1,050,000

22 1,080,000

23 1,110,000

24 1,14o,ooo

25 1,170,000

26 1,200,000

27 1,230,000 28 1,26o,ooo

29 1,290,000 30 1,320,000 31 1,350,000

32 1,,80,000

~a

1, 10,000 1,11-4o,OOO

~g

1,ll-7o,ooo 1,5()0,000

37 1,530,000
38 1,56o,OOO

~.

1,590.000 1,620;000

Cost of Bond Service@ 4%
319,200 319,200 319,200 319,200
~19,200
27,200 lj.27 ,880 427 .36o 427,6&> 427,800 427.720
427 ,44o
427,96o lj.27 ,24o 427.320 427,16o 427, 76o 427,080 427,16o 11-27.960 427,11-4o 427,64o 427.520 427,080 427,320 427 ,a:JO 427,720 427 ,s4o 11-27.560 427,880 11-27 '76o 427,200 427,200 427.720 427.720 427,200 427,16o 427 .56o 427.360 430.560

Freight Handling Terminal OperaCost @ 99 per ton tion & Mainten-
s.nce Costs 8
281 -per ton

346,500
~86,100
25.700 465.300 504.900 544,500 584,100
623.700
663.300 702,900 742,500 772,200 801,900 831,600 861,300 891,000
920,700
950 Ito<?
980,100 1,009,800
1,039.500 1,069,200
1>098.900 1,128,600
1,158.300 1,188,000
1,217.700 1,247 ,4oo
1,277.100 1,306,800
1.336.500 1,366,200
1.~95.900
1, z5,6oo
1,455.300 1,4!55,000
1,514.700 1,544,4oo 1,574,100 1,6oJ,800

98,000 109,200 120,4oo
1~1,6o0
1 2,800 154,000 165,2(j()
176,4oo 187,600 198,800 210,000 218,4oo 226,800
2,5,200 2 3,6oo 252,000 26o,4oo 268,800
277,200 285,6oO 294,000 302,4oo 310,800 319,200 327,6o0
3~6;000
3 4,4oo 352,800 361,200
369,600 378,000 386,4oo ~4,800
3,200
4u,6oo
420,000 42s,4oo 436,800 445,200
453,6o0

Total Cost
764,700 81 ,500 865.300 916,100 966,9()0 1,125.700 1,177,180 1,227,460 1,278,5SO 1,329.500
1,~80,220
1, 15,04o 1,456,66o 1,494,o4o 1,532,220 1,570,160 1,6o8,86o 1,646,280 1,684,460 1,723.360 1,76(),94o 1,799.24o 1,837,220 1,874,880 1,913,220 1,951,200 1,989,820 2,028,04o 2,065,86o 2,104,280 2,142,26o 2,179.800 2,217.900 2,256.520 2,2911-,620 2,332,2.00
2,~0,260
2, g, 76o 2,446,660 2,487.96o

Revenue@

Deficit ~-~

$1.45 per ton or Su.rp1ua (+)

507.500 565.500 623,500 681,500
J39,500 797.500 855.500 913.500
971.500 1,029.500 1,087.500 1,1Jl,OOO
1;174.500 1,218,000
1,261, 500 1,305,000 1,348,500
1,~92,000
1, 35.500 1,479,ooo
1,522,500 1,566,000 1,6o9,500 1,653.000 1,6g6, 500 1,74o,ooo
1,783.500 1,827,000
1, 870,500 1,914,000
1,957.500 2,001,000 2,044,500 2,088,000
2,131, 500 2,175.000 2,218,500 2,262,000
2,305.500 2,311-9,000

- 2a6,200

2 9,000

- 241,800

-- 234,600

- 227,4oo

328,200

-- 321,680

- 313.96o

-- 307,080 300,000
- 292,720

287,04o

- 282,16o

---

276,o4o 270,720

--

265,160 26o,.J6o

------

254,280 248,960 244,~ 238,
233.24o 227,720

221,880

-- 216,720

--

211,200 206,320

- 201,04o

- 195.36o

19<),280

----

181j., 76o 178,800

173.4oo

168,520

- 163,120.

-- i57 ,200 - 1~, 76o - 1 .76o

141,160

-- 1JS,96o

The total weighted average revenue per ton will
then be $1.37. The revenue obtained from the operation of the
belt line railroad is based on the existing switching charge at Savannah of $2.48 per car. On the assumption that the average car contents consist of 25 tons and that 80% of the cargo through the terminal will avail itself of the services of the belt line, the revenue obtained from its operation would amount to 8 cents per ton. The total revenue per ton would then amount to $1.37 plus 8 cents or $1.45.
Table 18 shows the results of operation of the terminal 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 the basis would not be self-liquidating.
A further analysis of this table and Table 17 discloses the following average results of operation for the various periods of the term of the bond issue as follows:

Period of Operation

Paid off by Revenues Obtained

Terminal Operat- Bond

Bond

ing Expense

Interest Redemption

1st 5 years 2nd 5 years 3rd 5 years 4th 5 years 5th 5 years 6th 5 years 7th 5 years 8th 5 years

100% 100% 100% 100% 100% 100% 100% 100%

24% 36% 51% 68% 93% 100% 100% 100%

None None None None None 15% 45% 55%

In the past, public works have been aided by Federal grant. Should such funds become available and should the grant be 50% of the cost of construction, there would result the deficits or surpluses indicated on Table 19. This table shows in parallel columns the results of operation in the event that no grant is obtained and with a 50% grant.
It can be seen that the terminal would not be self-liquidating even under a 50% grant, because the deficits accumulated during the first 25 years of operation would not be balanced by later surpluses.
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.

TABLE 19 ESTIMATED RESULTS OF OPERATION WITH AND
WITHOUT A 50% GRANT

Year

Deficit (-) with no grant

Surplus ( +) or
Deficit (-) with 50% grant

1

-256,200

- 96,700

2

~w~

-~~

3

-241,800

- 81,500

4

-234,600

- 75,000

5

-227,400

- 67,900

6

-328,200

-114,600

7

-321,680

-107,740

8

-313,960

-100,280

9

-307,080

- 93,240

10

-300,000

- 86,100

11

-292,720

- 78,860

12

-287,040

- 73,820

13

-282,160

- 68,180

14

-276,040

- 62,420

15

-270,720

- 57,060

16

-265,160

- 51,580

1'7

-260,360

- 46,480

18

-254,280

- 40,740

19

-248,960

- 35,380

20

-244,360

- 30,380

21

-238,440

- 24,720

22

-233,240

- 19,920

23

-227,720

- 13,960

24

-221,880

- 8,340

25

-216,720

- 3,060

26

-211,200

+ 2,400

27

-206,320

+ 7,540

28

-201,040

+ 11,880

29

-195,360

+ 18,420

30

-190,280

+ 23,660

31

-184,760

+ 29,120

32

-178,800

+ 34,800

33

-173,400

+ 40,200

34

-168,520

+ 45,340

35

-1'63,120

+ 50,740

36

-157,200

+ 56,400

37

-151,760

+ 61,820

38

-146,760

+ 67,020

39

-141,160

+ 72,520

40

-138,960

+ 76,320

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 operating loss of $30,000 per year before interest and retirement charges were paid. Sixteen were able to meet their current operating and maintenance expenses arid only one showed a net profit after paying interest and retirement charges. The composite annual

68

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 in-

debtedness, 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 At-

lantic 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

14 6.2*

'TotaL_____________________ 486

27.2

It will be noted that the total deficit of the foregoing is approximately 51;2% of the total funded debt. The estimated results of operation of the proposed State Terminal at Savannah indicates an average annual deficit of about 3% of the total debt. Even if an additional expense for solicitation of $94,000 per year is added to this, as is developed in Section IX, the total deficit will amount to but little more than 4% 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 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 in-

*Adjusting for bridge operation reduces this deficit tO' approximately $5,200,000.

tangible 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 at Savannah 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 that regular steamship sailings at the ports 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 dollars 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 estimate 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 chiefly, 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 indubitably been experienced, even though they cannot be stated in statistical terms.
"Ordinarily, and 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
*Clapp, MacElwee

69

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 served 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 c6ld-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, poTk, 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 with-

hold their perishable produce from the market at times when prices were low and to ship when prices were more favorable. This is like wise true of seafaods, 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 outweigh 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 railraad 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 acquired on a rental-purchase plan, then the value of the state docks would exceed 16 million dollars."

70

SECTION VI. LOCAL INDUSTRIAL DEVELOPMENT

Opportunities For Industrial Expansion The construction of a State terminal at Savan-
nah should accelerate development of new industries in the vicinity of Savannah. 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 Savannah.
It is of advantage to a port to have a volume of industry in its immediate vicinity. The Port of Savannah will have to offer to industry (1) its own terminal and transportation facilities (2) industrial sites with rail and water connections, both ocean, coastwise and internal 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 locate at a certain point, the tendency is for other businesses to concentrate around it. The process is an expanding one.
At Savannah, 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 C. 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 manufacturing 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 manufacturing plants, as compared with the total in the United States is as follows:

Number of Manufacturing Plants________________ 1.7%
Wage Earners -------------------------------------------------- 2.0% Wages Earned ----------------------------------------------- 2.1% Cost of Materials Consumed____________________________ 1.2%
Value of Products ------------------------------------------- 1.2%
The store trade of Georgia as compared with the total of the United States is as follows:

Number of Stores, Wholesale and RetaiL__ Sales Value, RetaiL_____________________________________ Number of Employees, RetaiL____________________
Wages Earned, Retail --------------------------------Sales Value, Wholesale________________________________
Number of Employees, Wholesale______________ Wages Earned, Wholesale____________________________

1'.90% 1.50% 1.70%
1.30% 1.46%
1.57% 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, although the employment level of the State is above average. The high employment level appears to be due to the occupation of many people in low-

*Statistics given in this discussion are based on United States Census Reports.

7l

profit agriculture. This is a further indication of

low purchasing power. To increase 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 produc-

tive farm labor, increase purchasing power and

thereby raise retail and wholesale sales. This, in

turn, would encourage further increases of busi-

ness and industry.

There is presented in Table 20, in Appendix C,

data which indicates Georgia's deficiency in in-

dustries. This table gives a list of light industries

which, it is believed, are suitable either for estab-

lishment 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 pre-

pared, we will take as an example the industry

representing the manufacture of coats, suits and

skirts.

UNITED STATES

Number of Eastablishments________________________

1,120

Population ------------------------------------------------------ 131,669,000 Population served by each establishment

131,669,000/11'20 ---------------------------------------- 117,500

Value of products -------------------------------------------$275,885,851 Value of products per capita

$275,855,851/131,669,000 --------------------------
Number of employees-----------------------------------Number of employees per establishment____

$2.09 30,240
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 in-

dustries which are suitable from the standpoints of market, 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.
The 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 Savannah. This potential local traffic will account for substantial tonnage which passes through the port.
On a conservative basis, it can be assumed that 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 through 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. Applying this 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 Savannah is dependent on the competitive effort that is put forth to obtain it. The principal competitor for this tonnage will be Brunswick, and, assuming equal competitive effort, half of this tonnage could move through Savannah.
Industrial Survey of Savannah An industrial community such as Savannah
must be able to assure those contemplating establishments in it that community services are comparable to the best offered elsewhere. Efforts in this direction should be continued and expanded.

72

Included should be improvements to water and sewers, hospitals and schools, housing and recreation.
Savannah has long been an industrial and commercial center in which many types of business are represented. With the improved shipping facilities recommended in this report and the extended markets which are expected to follow, many of the industries of the region can be expanded either }>y increasing the size of present plants or by adding new ones.
The buying and investing power in Savannah has increased 389% 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 Savannah as a point of manufacture.
There are many prosperous industries in Savannah such as shipbuilding, naval stores, pulp and lumber, fisheries, sugar, beverages, asphalt products, steel and iron, fertilizer and others that may be expanded.
The state market for selected new industries which could be located in Savannah could be in excess of $200,000,000 annually. There are approximately twenty industries which can be selected as most important. These include items of agricultural production, processing of natural products and manufacturing industries.
A program of action for industrial development of Savannah is suggested and embraces legislation for improvement of the Savannah River; arrangement with railroads to utilize the facilities of the State terminal; development of new water supply and sewage disposal system; assistance to present industries with a view to their expansion and establishment of new industries.
The foregoing six points in this section are discussed in the following text, prepared and written by Wallace Clark and Company, Industrial Consultants.
Services for the Community
Any industrial community, considering methods of retaining its war-time growth and prosperity, needs to re-appraise constantly and objectively the health, housing, education and recreational facilit~es which it has to offer.
Industrialists contemplating the establishment of plants in Savannah, if they are of the desirable type who will be an asset to the community, must assure themselves that their own families and

those of their workers will have health and other community services comparable to the best that is offered them elsewhere. Savannah's wartime workers, whose skill is so highly developed and so essential to any plan for industrial expansion, may base their decision to become permanent residents on the kinds of community services that are available to themselves and their families.
Water Savannah's present supply of water from eleven deep wells, with a capacity of 33,000,000 gallons, is adequate for the immediate future. For some time, however, it has been realized that a greater water supply will be needed for Savannah's expanding industrial production. On October 4, 1944, citizens voted by a large majority to issue bonds to make necessary engineering surveys and to begin the construction of a municipal waterworks system. This contemplates taking water from the Savannah River, filter and treat it and pipe 50,000,000 gallons daily to supplement the existing system.
Sewage Disposal A sewage disposal plant should be built to prevent the pollution of the harbor and waterways. At present, sewage is discharged into the Savannah River at a number of points. The best experience of other communities which border on waterways is that such pollution is a constant menace to health. In the interest of its citizens and to attract and hold desirable industries, a progressive community of Savannah's size needs the safeguard which a sewage disposal plant provides. It also needs to make certain that the pipes in its present sewerage system are kept open constantly and maintained in good working order.
Hospital Needs The Savannah Chatham County Health Department is known to be one of the best staffed in the South and is outstanding for its accomplishment. At present, there are 865 hospital beds in Savannah's nine hospitals and infirmaries. However, as the following breakdown indicates, some of these are available only to special groups. Thus, the 180 beds of the Marine Hospital are available only to merchant seamen, members of the U. S. Coast Guard and certain other beneficiaries. Of the remaining number, 382 beds, in St. Joseph's Hospital, Warren A. Candler Hospital, Telfair Hospital (women and children) and Oglethorpe Sanitarium, are for white patients; 200 beds, in

73

the Charity Hospital and the Georgia Infirmary, are for colored patients; and 103 beds, in the Central of Georgia Hospital and the Savannah Tuberculosis Sanitarium, are for white and colored patients.
The value of these institutions to the community is unquestioned and undoubtedly each organization has its own plans for expansion and improvement. Nevertheless, the subject of public health, including facilities, is so vital that in any plans for the expansion of a community it needs coordination through strong central planning which is kept flexible and geared to growing needs. An analysis of those needs should be made by a recognized authority in that field. Progressive health policies and programs, publicly announced, should be supervised by a committee representing the widest interests and the most progressive thought of the community .
Recreation Savannah's recreational facilities include 50 or more parks and squares, 17 playgrounds, ample provision for all community sports and an excellent beach resort on the Atlantic, 18 miles out by way of a boulevard. There is a Recreation Department maintained by the city. Savannah can be expected in this important field of community service to keep on developing programs that will be modern and dynamic.
Housing A comprehensive study of Savannah's housing facilities and needs should be made by specialists in that particular field who can measure it against the best that is to be found in other communities of equal size and rank. A housing program then should be developed and cooperated in by civic organizations and labor unions. Since much of this program would benefit skilled and unskilled labor and their families, it is logical and important that unions and contractors should take an active part in working out a plan to reduce costs which now limit the extent of new building and of repairs. Included in such a program should be the restoration of some of the old houses, notably those designed by William Jay from 1817 to 1825. Savannah is known for the fine architecture of these buildings and for being one of the most beautifully laid out cities in the United States. This beauty and distinction should be retained.
In addition to modernizing and improving its present hotel accommodations, Savannah needs to build a new, thoroughly up-to-date hotel within

the city proper, to keep pace with its growth in population and as a tourist and industrial center.
Education The schools and educational programs of Savannah appear adequate for present needs. In the field of vocational education, an exceptionally good job is being done. Vocational courses will be increasingly important in the industrial growth of this city. Like any growing community, Savannah needs constantly to evaluate its educational program in the light of changing conditions. Cooperative education in which students combine training in school with experience in industry should be developed.
Expansion of Present Industries Savannah has long been an industrial and com-
mercial center in which many types of business are represented. With the improved shipping facilities recommended in this report and the extended markets which are expected to follow, many of the industries of the region can be expanded either by increasing the size of present plants or by adding new ones.
Employment and Volume of Business The number of persons employed in manufacturing plants, wholesale and retail trade and service establishments in the Savannah Chatham County area increased from 15,720 in 1939 to 28,700 in 1944, as shown in Table 21 following. During the same period the annual volume of business increased from $178,704,616 to $385,645,000. With the exception of manufacturing plants, in which the number of employees increased from 6,129 to 19,500, the number employed in all other enterprises declined from 1939 to 1944, chiefly because of the transfers to war industries.
Post-War Prospects Present estimates for post-war employment in Savannah, based upon our discussions with executives of a number of plants and with leaders of community organizations, indicate that approximately 10,000 will be employed in manufacturing plants and 12,000 in wholesale and retail trade and service establishments. This leaves about 8,700 of the present number of employees for whom jobs must be found.
If the additional smaller industries recommended in this report are established, employment should be provided for at least another 3,000 workers in manufacturing plants. Many of the

74

remaining 5,700 should find opportunities in nonmanufacturing industries, principally in service establishments. Some of those now employed in manufacturing would probably return to their prewar jobs in stores, gas stations, laundries, offices and other occupations. Others might require retraining courses such as those offered by the Savannah Vocational School to qualify them for post-war manufacturing jobs.

TABLE'20

EMPLOYMENT AND VOLUME OF BUSINESS-

SAVANNAH, GEORGIA

FOR YEARS 1939 and 1944

1939*

Number of

Volume of

Employees

Business

Manufacturing Plants________ 6,129 Wholesale Trade ________________ 2,009

$ 66,056,616 72,511,000

Retail Trade ------------------------ 5,136 Service Establishments ____ 2,446

36,405,000 3,732,000

TOTAL -------------------- 15,720

$178,704,616

1944**

Manufacturing Plants ______ 19,500

$145,000,000

Wholesale Trade --------------- f,950

121,645,000

Retail Trade ------------------------ 5,000

90,000,000

Service Establishments ____ 2,300

9,000,000

TOTAL ------------------ 28,750

$365,645,000

*U.S. Department of Commerce census reports for 1939. The number of employees does not include government workers, railroad workers or professional persons not employed by industries. Nor does it include proprietors or firm members of unincorporated businesses, of which there were 2,050 in the Savannah area in 1939 and approximately the same number in 1944. **Estimates from U. S. Department of Commerce and from interviews with representative business and industrial executives.
According to reports of industrial and other national planning groups, 75 per cent of the jobs necessary to maintain full employment should be found in occupations outside of manufacturing. A progressive community, with adequate health, educational, recreational, professional, domestic and the other numerous services which make a community attractive to its residents, should maintain this ratio. Savannah's continued sound expansion, based on its growth prior to the war, justifies the expectation that in the post-war period jobs for at least 30,000 workers should be available in manufacturing plants, stores, offices and in the various service organizations.
Buying and Investing Power
Savings deposits in banks, savings institutions and War Bond purchases totaling $204,371,703 on

June 30, 1944 constitute a source of buying and

investing power that will be of considerable im-

portance in the period of transition from wartime

industry to civilian production. This is an in-

crease of $146,646,523 (389 per cent) in two and

one-half years, as shown in Table 22.

This buying and investing power will be avail-

able for immediate investment in new industries

to be established in Savannah or in the conversion

of wartime industries to peace production. It will

also be a factor of major importance to home

builders and to wholesale and retail merchants

who will be ready to provide radios, refrigerators,

automobiles, houses, furniture, clothing and other

things which have been rationed or not available

to civilians because of the priority of military

needs.

TABLE 21

BUYING AND INVESTING POWER

SAVANNAB, GEORGIA

December 31, 1941 June 30, 1944 Deposits in Banks,

exclusive of Savings

Deposits1 ------------------- $ 4,908,971 Deposits in Savings

$ 27,850,000

Departments and Savings Banks2 __________ war Bondsa ____________________
Postal Savings4 _____________

51,110,000 581,849
1,124,360

99,373,000 74,712,515 2,436,188

TOTAL _______________ $57,725,180 $204,371,703 Increase December 31, 1944 to
June 30, 1'944 ------------------------------------------- $146,646,523

Sources 1lndustrial Committee of Savannah 21ndustrial Committee of Savannah 3War Finance Division, U. S. Treasury Department 4Postal Savings Division, U. S. Post Office Department
The total should include currency in circulation and deposits in Credit Unions and other types of savings institutions. In addition to the deposits in its Savannah office, one bank on June 30, 1944 had on deposit in branches outside Savannah $228,000,000, all of which was available for use by the Savannah office.
Savannah is fortunate in having ample resources for the purchase of goods and for the financing of industry.

Present Industries Savannah has many successful industries. A few which are typical are cited, with the directions in which they may be expanded.

Forest Products For over half a century forest products have been a major source of revenue in the Savannah trade area. These consist principally of naval

75

stores (gum turpentine and rosin) and of wood products such as lumber, pulp, poles, piling, veneer

logs, cross-ties, cooperage and fuel wood.

Savannah is the hub city of a large area which accounts for approximately 50 per cent of the Georgia production and nearly all of the South Carolina production of naval stores.

A large portion of naval stores used in foreign countries passes through the port of Savannah. Its

exports of turpentine and rosin from 1935 to 1938 show the volume of foreign shipping of these

products:*

Year 1935 1936 1937 1938

Turpentine 15,683 tons 18,478 tons 15,644 tons 1'6,170 tons

Rosin 96,496 tons 85,438 tons 71,290 tons 47,820 tons

*From "Port Series No. 10" Revised 1940 of Corps of Engineers, U. S. Army.
The decline of exports during this period is accounted for by the increasing needs of industry in the United States for these products. If the needs of both the domestic and the foreign markets are to be met the output of the naval stores industry must be greatly increased.
The rosin products companies now located in Savannah should be expanded and perhaps other companies manufacturing these products should be established. We understand that a varnish company expects to build a plant here immediately after the war.
Lumber is another forest product for which there will be a large demand in the post-war period, both for domestic use and for export. Prior to the war one lumber company located in Savannah shipped by water an average of 16 carloads, or 800 tons, of lumber a month.* About onequarter of these shipments were sent to each of the following: Europe, Cuba, Puerto Rico and the West Coast of this country. Of the total shipments, both foreign and domestic, of this country, approximately 75 per cent were hardwoods and 25 per cent pine.
The backlog of housing needs in this country, which have accumulated during the war, and the tremendous rebuilding program which will be carried on in war-devastated countries suggest the opportunity for vigorous expansion of this industry.

*According to information furnished by Mr. Gardiner of Reynolds-Manley Lumber Co. of Savannah.

Paper Bags
Kraft paper, board and bags, which are shipped to all parts of the United States by rail, are manufactured by the Union Bag & Paper Company. This company owns or leases about 400,000 acres of forest land within a radius of 200 miles of Savannah, from which it receives the wood used in manufacturing its products. Approximately 50,000 carloads are received annually.
The company employs 4,000 persons and expects to have about the same number after the war. There has been an increase of 800 employees since 1940. In the post-war period the company plans to install a new board unit, a new boiler and turbine in the power plant, and other improvements to balance the production of the plant and to increase its output.
Steel and Iron
In addition to processing its natural resources and manufacturing end products, Savannah has a number of industries which obtain raw materials from other sections of the country.
One Savannah company, using steel shapes from Birmingham and light alloy metals from Ohio, manufactures truck trailers. During the war half of this company's production has consisted of heavy-duty trailers for the Army Engineers; the other half consists of the lighter type of trailers, which make up its entire production in peacetime. This company expects to have between 250 and 300 employees immediately after the war, as compared with its total personnel of 200 before the war.
Another company, with raw materials obtained from Birmingham, manufactured roofing and drums before the war. Its prewar personnel of 100 increased to 300 when the company converted to war production of shells for bombs. This compay has planned to expand its manufacturing in the post-war period to include products such as irl1'igation pipe, -containers, disinfectants, crop sprayers, flame throwers for burning off stubble, smoke pots and heaters for citrous groves and steel porch furniture. Many of these products will make use of the cylindrical forming machines now used in the manufacture of bombs. This company expects to continue its force of 300 employees when it converts to peacetime production.
Wire Products
Wire screen cloth is another product made in Savannah from materials obtained from outside

76

the state. A plant manufacturing wire cloth for door and window screens, is a subsidiary of U. S. Steel Corporation. This company also warehouses wire fencing shipped to it from other plants of the corporation. Before the war, it employed 45 persons and expects to increase that number slightly after the war.
In view of the post-war demand, both domestic and foreign, for screen cloth and fencing in the construction and improvement of homes and other buildings, this industry should be greatly expanded in Sdvannah, either by the company now operating or by additional companies.
Asphalt Products
Before the war, two companies in Savannah, employing a total of 300 persons, manufactured asphalt products including shingles, building board, felt and roll roofing. Post-war plans of these companies call for increasing the personnel to 450 in order to take care of the back-log of domestic building and also for export to the countries which will be rehabilitated.
Another asphalt industry in Savannah is a refinery which produces asphalt used principally in the construction of State highways. It is also used by other plants manufacturing asphalt shingles, roofing and similar products. During the war the company's output has been used in the construction of airports and for other war purposes. It has already begun to convert to peacetime production for State highways and expects to increase personnel and production as soon as conversion is completed.
Beverages
The seven beverage companies in Savannah which bottle soft drinks employ slightly over 200 persons. These companies have shown a marked increase in sales in the past two years, chiefly because of the large number of workers and Army personnel in the Savannah trade area. As shipping, particularly export, is resRmed, there should be a major development in this field.
Sugar
The sugar refinery established in Savannah in 1916 is one of this section's principal industries. It now employs 750 persons-an increase of 100 over its prewar personnel.
Besides refining sugar for sale to the wholesale and retail trade, the company manufactures black strap molasses, a by-product of sugar refining. Production depends largely on the imports of raw

sugar, which at present are greatly limited because of shortage of ships. This industry should have an assured future in Savannah and should share in the expansion of the post-war period.
Shipbuilding
Savannah has two companies engaged in building ships for the Maritime Commission, the Navy and the Army. The Southeastern Shipbuilding Corporation took over the management of the larger yard in February, 1942 for the Maritime Commission, which has invested approximately $10,000,000 in land and equipment.
The number of employees at present is 13,700. About 70 per cent of these came from Georgia within a radius of one hundred miles. None had had experience in shipbuilding and they were trained by the company and federal agencies. Nineteen hundred houses have been built near the yard for the workers.
One hundred eight Liberty Ships will have been built when present orders are completed, about the middle of 1945. So far as can be ascertained no definite plans have been agreed upon to operate the yard after that date. If the Maritime Commission decides to close it, the workers who want to remain in Savannah can undoubtedly be absorbed in industrial and port development.
The Savannah Machine & Foundry Company, sometimes called the Mingledorff Yard, has 2,780 employees in its shipbuilding division. When orders for new ships are completed this company plans to convert its shipbuilding plant into a repair yard, which will employ between 900 and 1,200 workmen.
Fisheries
This relatively small industry has great possibilities for development. Oysters, shrimp and crab are the principal fish in this region'; shad and menhaden are also plentiful.
Deep-sea fishing in the waters near Savannah should be developed, not only for expansion of the fisheries industry but for its attraction to sportsmen.
Fertilizer
Thirteen fertilizer plants located in Savannah ship more than 300,000 tons of fertilizer 'a year, valued at $7,000,000. Most of this is consumed within a radius of 250 miles, although a part of it is shipped to North Carolina, North Georgia and Florida. The plants in Savannah employ an average of 400 men eight months of the year and 2,000

77

or more during the remaining four months. Imports of fertilizer materials through the port of Savannah amount to approximately 250,000 tons a year. Sulphur is shipped in from Texas and Louisiana and phosphate rock from Florida.
One of the thirteen companies in Savannah, the Southern States Phosphate and Fertilizer Company, is operating with only 80 employees, although the manager says that it could use an additional 50 at once. Because of the labor shortage, production has been curtailed and orders refused. The industry as a whole will undoubtedly be expanded after the war and should offer employment to at least 200 additional persons.
New Industries
Although Savannah is fortunate in the number and wide range of her industries, many products which now must be brought in from other regions or states could be manufactured here to advantage. The following selection is based on a study of natural resources in raw materials, manpower and transportation facilities:
Agricultural Implements Aircraft and Repairs Aluminum Utensils Automotive Assembly Brick and Tile Building Materials Canning and Quick
Freezing Cement and Cement
Products Electrical Appliances Floor Coverings Furniture Import of Ores and Metals Meat Packing Petroleum Products Pottery and Porcelain Pulp and Paper Rayon Yarn and Goods Refractory Materials Soap Tobacco Products Toys and Household Utensils Wood Products
The many advantages of Savannah as a location for industrial plants and commercial enterprises is described in detail in a booklet entitled "Savannah-City of Opportunity," prepared by the Industrial Committee and the Chamber of Commerce.
Tax exemption privileges for a period of five years are granted by Chatham County to new in-

dustries established within the county limits or to present industries which enlarge their plants. A summary of State, County and City taxes is attached in Exhibit III.
Pulp and Paper
The pulp and paper industries of Georgia have had a rapid growth, particularly since 1935, because of the invention of new techniques for processing resinous woods which were previously considered unsuitable for paper manufacturing. $200,000,000 has been invested in pulp and paper mills, including timberlands, in the South since 1931. Although the Southeastern States have about 25 per cent of the wage earners in the pulp industry, they have only about 7 per cent in paper making.*
The production of pulpwood in Georgia was 195,000 standard cords in 1942, part of which was shipped to mills in Florida, South Carolina, North Carolina and Virginia. The supply of pulpwood in Georgia, according to competent authorities, is considerably in excess of its present use and the cutting could be stepped up without danger toreducing future yields. There is room, therefore, for additional pulp and paper mills in the State and two or three of them might well locate in Savannah because of its exceptional shipping facilities. The Union Bag & Paper Company produces only Kraft paper, consequently the field is open for the manufacture of white paper and the many other related products.
There is a good opportunity for a mill to make both sulfate and sulfite pulp and to adapt its product for use in making white paper, rayon, plastics, chemicals and the many new uses which are being developed. This mill might work in close collaboration with the Herty Foundation Laboratory which is engaged in consultation, research and experimentation on mechanical and chemical pulp and paper. The State of Georga contributes $10,000 per year to the support of this institution, which in addition to its research work undertakes experiments for private companies and charges them at cost. This laboratory has the equipment needed for producing both mechanical and chemical pulp and is experimenting with various fibers including castor bean, bamboo and sugar cane.
Pulp and paper mills in Savannah could keep in close touch with the Herty Laboratory and be first on the market with some of the new products
*U.S. Census of Manufacturers 1940.

78

which could be developed jointly. Savannah is a logical center for paper and pulp not only on account of pulpwood, but because kaolin is plentiful in the center of the State, suitable water and cheap electric power are available and new types of fibers can be brought in by water. Finished products which are not sold in the Southeastern States could be shipped overseas.
A paper mill, either separate or combined with the pulp mill, would find a market in the Southeastern States and for export in high grade full bleached ledger and bond papers, tissue, book paper and also in molded containers for milk and other food products. There are many new uses to which molded paper is being put.
The potential development of the paper and pulp industries in Georgia is suggested by the reports of the United States Census of manufacturers. In the United States there were 2,095 establishments manufacturing paper products in 1939. Georgia had only 20. The Census reports divide these products into three groups: Paper and paper-board mills-D. S. 638, Georgia 3; paper bags, except those made in paper mills-D. S. 119, Georgia 2; paper-board containers and boxes not otherwise classified-D. S. 1338, Georgia 15. Based on per capita consumption of these products in the United States, Georgia might establish 30 paper mills to supply the requirements of the State's population.*
These mills would employ approximately 3,700 workers, and the annual value of their products would exceed $8,000,000. In addition, Georgia might very well establish three additional pulp mills, employing approximately 450 workers, and with products annually valued above $3,000,000.
A plant to make rayon yarn from the sulfite pulp, mentioned above, would find an immediate market for its output and would find it profitable to build a weaving mill for rayon fabrics and a knitting mill for stockings and underwear. These industries require a high degree of technical proficiency on the part of a few engineers, technicians and supervisors, but local semi-skilled workers with good training could become satisfactory operators. Rayon mills in other parts of Georgia and in Tennessee have been very successful.
In 1940 Georgia had only three rayon mills out of a total of 479 in the United States. These mills
*See "Potential Growth of Industries Recommended for Savannah, page 84.

are classified by the U.S. Census Bureau as "rayon broad woven goods, rayon narrow fabrics rayon throwing and spinning, and rayon yarn and,thread spun or thrown." Based on the per capita con~ su~ption of the products of the 479 mills in the Umted States, Georgia might establish nine additional mills to supply the requirements of the Stat~'s population. These mills would employ approximately 1,200 workers and the annual value of their products would be well over a million dollars.
Naval Stores End Products
Although Savannah is the recognized center of the naval stores industry, very little of the rosin or turpentine is carried through further processes and made into consumer goods. This is a field in which there are unusually promising opportunities for several plants of medium size, each specializing in certain processes. Among the end products which can be made from naval stores are hundreds of different components required for plastics, protective coatings, paper-making, textiles, soap, disinfectants, DDT and other insecticides. A great deal of research is being carried on in this field and in the post-war period many new products will be ready for quantity production.
Woodworking Plants
Such plants should be successful in this region because of the plentiful supply of timber of various kinds, most of which is shipped out in the form of lumber rather than finished products. During recent years the demand for plywood, wallboard and veneers has rapidly increased. A plant equipped with the latest machines for producing wood, in sheets, and having an active sales organization in the Northern States, could secure a large volume of business.
Several furniture factories could market their output in Georgia. Using the new methods of curing soft pine, one plant could make standardized kitchen cabinets, tables and chairs in large volume. Another could make radio and television cabinets and refrigerators, either in finished form or in parts, shipped fiat to the manufacturer of the metal and electrical parts. This production could also be in large volume. Still another plant could import mahogany and other hardwood timber from San Domingo and South America and use it in making medium and high grade furniture, for which there is a good demand in the Southeastern States. This plant could also cut the im-

79

ported wood to dimensions and ship to other furni-

ture factories in the Carolinas and Tennessee.

Mahogany veneers could be sold to the same

Customers.

'

In 1940, Georgia had no establishments manu-

facturing office furniture and only 22 manufac-

turing household furniture. In the United States

there were 152 office furniture manufacturing

establishments and 1,592 household furniture establishments. Based on per capita consumption

of these products in the United States, Georgia

might establish an additional 18 household furni-

ture manufacturing establishments.* The house-

hold furniture establishments would employ ap-

proximately 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.

Other woodworking plants could make toys,

kitchen and other household utensils and wooden parts used in the manufacture of many other

articles.

A by-product of the industries mentioned above could be charcoal, made by a process of wood

distillation. There is a market of considerable size for charcoal in the Southeast. Alcohol, distilled

from wood, is another by-product from the wastes of saw mills, pulp mills and woodworking plants.

Clay Products
Next to forest products, the most abundant raw material in Georgia is clay of high quality and great variety. The manufacture of end products from this material is not yet developed in the Savannah area. At present, the Southeast has only 3 per cent of the 33,000 wage earners in the pottery, porcelain and bathroom fixtures industry in the USA. The semi-skilled and unskilled labor in this district is well suited for this type of production.
Refractory products can be made from Georgia clays but require greater technical knowledge in the management and more skill among the workers. There is room in this region for several plants to make china, pottery and other clay products, to be maketed in the Southeast and exported to South America.
In 1940, Georgia had only three establishments manufacturing clay refractories out of a total of

165 in the United States. Based on per capita consumption of these products in the United States, Georgia should have one additional plant, with approximately 80 employees,* to serve the needs of the State's population.
Brick and tile will be in great demand during the approaching period of active building. Kilns can be located adjacent to clay deposits and the brick and tile shipped to Savannah by rail or river barges.
A cement plant is needed for the anticipated construction work on the State Port, the Water and Sewage Systems and the Coastal Highways. This plant can be located at the nearest source of raw material which has good transportation to Savannah. Another plant on the outskirts of the city could make cement products such as blocks~ tiles, drain pipes and wallboard.
In 1940, Georgia had only two cement plants out of a total of 160 in the United States. Based on the per capital consumption of cement in the United States, Georgia should have at least two additional cement plants to supply the requirements of its population. Two plants would employ approximately 350 workers and the value of their products annually would be well over two million dollars.
Building Materials and Furnishings
The construction of new homes, offices, plants and other buildings, and the installation of improvements which have had to be deferred during the war because of shortages of materials and labor, will be a source of considerable employment in the building industries immediately after the war. The materials required for construction and for improvements will mean substantial orders for many of the industries mentioned.
Quick-Freezing and Cold Storage Plants
Such plants are needed for farm products grown in the Savannah area and also for fisheries. These plants could be constructed and operated as part of an expanded and improved farmers' market, in which would be consolidated the facilities and services of the present city market and farmers' market.
Savannah's industrial and agricultural activities can be coordinated to their mutual advantage. In finding additional markets for its farm products,

*See "Potential Growth of Industries Recommended for Savannah, page 84.

*See "Potential Growth of Industries Recommended for Savannah, .page 84.

80

Savannah should also establish food lockers and processing plants. The market for processed frozen fruits, a new industry just a few years ago, is rapidly growing. Experiments reported by the U.S. Department of Commerce indicate that 90 per cent of all food eaten at any one season of the year can be handled in food lockers and processing plants.
Of the 182,000,000,000 pounds of food consumed by the American public in 1943, only 2,000,000,000 pounds, or about 1 per cent, were frozen by commercial companies.
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 foods 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. Because of the wide acceptance of frozen foods by the American public, manufacturers are now preparing to supply locker plants, including smaller ones for farm and home and larger ones for community use.
Meat Packing
An abattoir and meat-packing plant located in Savannah would utilize the livestock production in neighboring counties. The sales of livestock and its products for Chatham County in 1939 was $523,000, and for the counties of Bryan, Bullock .and Effingham $693,000. For the 38 countries listed in the Savannah trade territory, the value was $6,557,412. Meat-packing plants are among the industries most urgently needed in the Southeast. Despite the large livestock production of this region, the entire Southeast has only 5.6 per cent of the 127,000 wage earners in the industry in the United States. Secondary and byproducts of a meat-packing plant would supply raw materials for several desirable smaller industries, such as leather, boots and shoes, grease and tallow, and soap.
In 1940, Georgia had only 16 wholesale meatpacking plants out of a total of 1478 in the United States. Based on the per capital consumption of the products of these plants in the United State~,
*See "Potential Growth of Industries Recommended for Savannah, page 84.

Geo~gia might establish 22 additional plants, employmg approximately 2500 workers and with products valued annually at close to $40,000,000.
Trunks, Suitcases and Bags ~or the manufacture of non-leather trunks, smtcases and bags, which outnumber the leather ones 2% to 1, Savannah has ready access to the wood for framing, the fibers and textiles for covering. If the leather industry were developed in the Savannah area, all of the foregoing products as well as brief cases could be manufactured economically. In 1940, Georgia had no plants manufacturing suitcases, brief cases, bags, trunks, or other luggages, although there were 329 of these establishments in the United States. Based on the per capita consumption of these products in the United States, Georgia might have eight plants, with approximately 250 employees, manufacturing these products to supply the requirements of its population. The value of their products annually would be close to $900,000.
Asphalted-Felt-Base Floor Covering
In the post-war period there will be a large demand for this type of floor covering, which could be produced economically i~ Savannah. Raw materials used in its production include: linseed and other oils; solvents producible in the chemical industries of the region; wood flour, clay and other fillers. The cork for this type of floor covering has to be imported from abroad. The same raw materials could be used in the manufacture of linoleum.
These are growing industries, as evidenced by the increases** from 1931 to 1937 of 68.6% in wage earners in the asphalted-felt-based floor covering industry in the United States; 66.7% in the linoleum industry and 30.9% in the artificial leather industry.
The Southeast has no plants for the manufacture of these products. In 1940 there were 17 plants in the United States manufacturing linoleum, asphalted-felt-base and other hard surface floor coverings. Based on the per capita consumption of these products in the United States,
*"Southern Industry and Regional Development," by Harriet L. Herring, the University of North Carolina Press 1940.
**U. S. Census of Manufacturers.

81

Georgia should have at least one good-sized plant to supply the requirements of the State's population for these products.* Such a plant would employ approximately 200 workers and the value of its products would be well over $1,500,000.
Canning
Factories for canning would have at hand their supplies of fruits, vegetables and fish and could sell all of their products in the Southeastern states. The establishment of such new plants would undoubtedly justify the building of a canmaking plant. Tin sheets could be received from Birmingham.
In 1940, there were 2,221 establishments in the United States manufacturing canned fruits, vegetables and fish. Georgia had only 26 of these establishments. Based on the per capita consumption of these products in the United States, Georgia might establish 43 additional canning factories*. The plants would employ approximately 2,400 workers and the value of their products annually would be close to $13,000,000.
Soap
A soap factory could use rosin from the naval stores, and greases from the meat-packing industry. Soap manufacture is one of the 51 industries having the highest values added by manufacturing per wage earner.** Of the 14,008 wage earners in this occupation in the United States, only 2 per cent are located in the entire Southeast.
This recommendation is based upon the per capita consumption of these products in the United States. To supply the requirements of its population, Georgia might establish three additional soap factories with approximately 230 employees.* In 1940, Georgia had only three establishments manufacturing soap and glycerin out of a total of 267 in the United States.
Tobacco Products
The value of the tobacco crop in Georgia was $25,482,000 in 1943 but very little of it was processed in the state. Savannah is well situated for the importation of cigar leaf from Cuba and
*See "Potential Growth of Industries Recommended for Savannah, page 84.
**U.S. Census of Manufacturers.

Puerto Rico, and of Turkish leaf from the Mediterranean for blending with Georgia tobacco for cigarettes. Factories for these products would find ample markets locally and in the interior states.
Aluminum Utensils Since aluminum sheets and strips can be brought by direct rail lines from the fabrication plants of Tennessee and Alabama, a factory could be built in Savannah for stamped, spun and molded articles of aluminum and other light alloy metals. Kitchen utensils and other household appliances would find a large and steady market in Georgia and for export to the Caribbean and South America. There are great possibilities for new developments in this field.
Electrical Appliances
The market for electrical appliances in Georgia alone indicates the opportunity for development of this industry. Based on per capita consumption of these products in the United States, Georgia might very well establish three electrical appliances 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, hotplates, 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.
Import of Ores and Metals
A type of business, which is new to Savannah and might grow to one of considerable volume because of its exceptional facilities for rail and water shipment, is the importation of ores for the metallurgical plants of Birmingham and the Tennessee Valley. Manganese and chromium ores for the steel industry could be brought in shiploads from Russia, Brazil and Cuba. Bauxite could be brought from the North Coast of South America for the aluminum plants in interior states. Refined copper and tin could be brought from Bolivia and Peru and sent to any of the states east of the Mississippi. The economical handling of these ores and metals direct from ship to freight cars in the State Port would oe one

82

of the determining factors in routing these shipments through Savannah. The possibility of storing large quantities at the port would be an added advantage.
Petroleum Products
Refineries could be established by the oil companies which now bring crude oil to Savannah for distribution to other points. Only one company, the Mexican Petroleum Corporation, produces asphalt from the crude oil which it imports. The Southeast offers a ready and sizeable market for fuel oil and other products of refineries.
In 1940, Georgia had only one petroleum refinery out of a total of 485 in the United States. Based upon the per capita consumption of the products of these refineries in the United States, Georgia might establish 11 additional refineries, employing approximately 2,200 workers. The annual value of the products of these refineries
would be well over $50,000,000.*
Agricultural Implements
A plant for the assembly and repair of agricultural implements could develop a good volume of business in Georgia and in exporting to Latin America. Metal parts, motors and sub-assemblies could be shipped in carload lots from the mother plant in the middle west; wooden parts could be made in Savannah; assembly and painting could be done in a plant close to the State Port. The implements could be loaded directly on ships or railway cars.
A repair plant could keep stocks of replacement parts and could do the rebuilding and repairing for the Southeastern States.
In 1940, Georgia had only seven of the 317 establishments manufacturing agricultural machinery in the United States, according to U. S. Census reports. Based on per capita consumption of agricultur:H implements and other machinery in the United States, Georgia might very well establish five additional plants. These five plants would employ approximately 550 workers and the value of their products annually would exceed
$2,500,000. *
Automotive Assembly
When production of trucks and buses for civilian use is resumed, we recommend that a body
*See "Potential Growth of Industries Recommended for Savannah, page 84.

plant be set up in Savannah to serve the states
on the Southeast Coast and to export to South
American countries. Chassis can be shipped com-
oplrettehefreonmgm.thees amnadinpparlatsntceanithceormbeybryaiflreoirgrhotatdo'
Savannah and be assembled there. This plant can
build the bodies, both standardized models and to
meet local specifications. Wooden parts and interior trim can be made from lumber of the region and the steel sheets and angles can be brought from Birmingham.
Aircraft
There will be need for a plant to rebuild and repair planes when commercial air services are resumed.
Army Service Forces Depot
This depot is located in the Port Wentworth district, 3% miles west of the City Hall. It has a good frontage on the Savannah River, although the docks are not in condition for use at present. This property consists of about 430 acres, with 20 acres under roof. The buildings are used for the accumulation and storage of supplies for shipment overseas.
Port 'Ventworth housing developments are conveniently located and transportation to the city is good. This depot is served by the Savannah & Atlanta Railroad and there are 11 miles of tracks on the property. Storage space consists of 2,530,000 square feet covered; 1,550,000 open with cement pavement, and 252,000 open without pavement. There are 10 buildings now used for Bachelors' Quarters; one as an Officers' Club, and an Administration Building. There are two pumping stations for the artesian wells, with one tank for 100,000 gallons and one for 5,000 gallons. There is a garage and repair shop, and a fire station.
It is not known whether or not the Army will evacuate this property after the war but if it should, this would be an excellent site for a large manufacturing industry or for a wholesale produce market.
* * *
The establishment of such industries which use Savannah's resources in material and manpower would provide increased employment, add to the community's income and promote a sound growth of Savannah as one of the most industrial centers in the Southeast. In the past the principal handicap of the Southeast has been its low percentage of the nation's manufacturing and income. In 1940, the ten Southeastern states had 20 per cent

83

of the nation's population, but only 10 per cent of its manufacturing 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. 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 ten billion dollars annually. Thus Savannah, by increasing its manufactures, chiefly the processing of its raw materials to end products, will develop a basically sound economy for the community as a part of the regional and national economy.

Potential Growth of Industries Recommended for Savannah
To set goals for the expansion of Georgia's industries, a statistical approach based on United States and Georgia consumption and production of manufactures 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 United States and also in Georgia, the value of the products of 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 23 which refers to the Household Furniture industry.

TABLE 22

POTENTIAL GROWTH OF THE HOUSEHOLD FURNITURE 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 Household Furniture industry were to supply the requirements of the State's population. This method, which can be applied to the other industries listed in Table 24 is based upon a statistical analysis of the 1939 United States Census reports for manufactures and population for the United States and for Georgia.

UNITED STATES

No. of establishments -------------------------------------------

1,592

Population --------------------------------------------------------------- 131,669,000

Population served by each establishment__________

82,500

(131,669,000+1592)

*This method of statistical analysis has been developed by Mr. Calvin V. Davis, Vice President of Frederic R. Harris Engineering Corporation.

**See "Potential Growth of Industries Recommended for Savannah," page 84.

Value of Products ---------------------------------------------------$328,630,000

Value of Products per capita --------------------------------

2.51

($328,630,000+ 131,669,000)

No. of Employees --------------------------------------------------No. of Employees per establishment _____

108,144 68

(108,144+1592)

GEORGIA
No. of establishments ------------------------------------------Value of Products --------------------------------------------------$ Population served by Georgia establishments____
( $4,086,000+2.51)
Population of State ----------------------------------------------Potential Market (3,124,000-1,628,000) __________ Potential Additional establishments ________________
( 1,496,000+82,500)
Potential Employees (18X68) ---------------------------Potential Additional Value of Products____________$
(1',496,000 X 2.51)

22 4,086,000 1,628,000
3,124,000 1,496,000
18
1,224 3,7501000

Table 24 shows the potential growth of some of the industries recommended in this report as appropriate for Savannah. It should be emphasized that the industries listed in this taple and the others discussed in previous pages of this report include only those which have a definite relation to the Savannah area's natural resources in raw materials, manpower and transportation facilities.

Over-All Program for Action
Many of the steps recommended for the future development of transportation, industry and commerce in this region can be taken without reference to other steps, but we are setting down here the sequence in which a few of the major activities can be begun. Their further progress will be along parallel lines, each influencing the rate of movement of the others.
Enact legislation and make appropriations for deepening of Savannah River.
Arrange with the railways to run their freight trains to the piers of the State Port over the proposed
belt line railroad.
Proceed as rapidly as possible with the new water supply and sewage disposal system for Savannah.
Give all possible assistance to present industries, to enable them to expand their facilities and employ more workers.
Intensify efforts to establish new industries in the Savannah region, using local resources of men, materials and finances as well as those from other states.
Get construction work under way on the above projects in order to absorb shipyard workers in case they should be released during 1945.

84

TABLE 23 POTENTIAL GROWTH OF SOME OF THE

INDUSTRIES RECOMMENDED FOR

SAVANNAH*

NO. OF GEORGIA'S POTENTIAL

INDUSTRY

ESTABLISH-

ADDITIONAL

MENTS

Value of

U.S. Ga. EBtab. Empl. Produeta

Agricultural Machinery __ 317 7 5 550 $ 2,680,000

Bookbinding and related industries ________1133 9 25 700

2,430,000

Books: printing without publishing ______________ 690 5 12 372

2,090,000

Books: publishing and printing __________________ 150 0 4 236

935,000

Books: publishing without printing ____________ 556 8 11 242

2,595,000

Canned and dried fruits

and vegetables, including soups _____________ 2007 21 40 21'60 11,900,000

Canned fish, crustacea and mollusks __________________ 214 5 3 237

884,000

Caskets, coffins, burial

cases and other morti-

cians' goods -------------------- 599 19 2 56 Clay Refractories** __________ 165 3 1 83 Electrical Appliances ______ 138 0 3 543 Furniture, household ________1592 22 18 1224 Furniture, office ________________ 152 0 4 392
Cement -------------------------------- 160 2 2 352
Glass containers ________________ 77 6 2 760
Glass, flat ____ _____________________ 37 0 1 505
Linoleum, asphalted-felt

294,000
3,470,000 3,750,000 1,310,000 2,275,000 3,770,000 2,440,000

base and other hard-sur-

face floor coverings______ 17 0 1 198

Machine shop repairs________1459 23 17 136 Plastics ___ __ _ ___________________ 38 0 1 263 Pulp mills _________________ 194 2 3 474

Meat-packing, wholesale __1478 16 22 2464

Quick-frozen foods __

36 0 1 78

Roofing, built-up and

roll; asphalt shingles ____ 129 2 1 79

Soaps and Glycerin**-------- 267 3 3 231

Suitcases ---------------------------- 329 0 8 240

Petroleum Refining____________ 485 1 11 2214

Paper and paperboard**-- 638 3 12 2424

Paper bags, except those

made in paper mills______ 119 2 1 107

1,650,000 44,300
1,840,000 3,240,000 39,300,000
250,000
856,667
875,667 52,937,500
676,667

Paperboard containers

and boxes not otherwise classified ______________ .1338 15 17 952
Rayon broad woven

4,970,000

goods** ---------------------------- 275 3 4 814 Rayon narrow fabrics ______ 120 0 3 174
Rayon throwing and

500,000

spinning ---------------------------- 32 0 1 61' Rayon yarn and thread,
spun or thrown ______________ 52 0 1 152

62,000 625,000

The population of Savannah and Chatham County in 1940 was 117,970 and in 1944 is 150,111.* Of this increase of 32,000, it is expected that the families who have come here to be near service men (who are located in nearby Army and Navy Stations) will probably leave. Some of the shiPyard workers who have come for high wages or to do war work, and some of the women, will also leave. The greater part of the workers in the yards will probably be willing to remain if they can find employment at satisfactory wages.
The industries of Savannah, other than shiPbuilding, are undermanned at present. With their contemplated expansions and the new industries which are ready to open up as soon as the war ends, together with the beginning of construction work on the State Port and highways, the shipyard workers who remain and all of the returning service men can be absorbed. When construction work gets well under way, it will probably be necessary to bring into this region additional unskilled labor.
It is probable that Savannah can maintain its present population level, except for a temporary small decrease immediately after the closing of the shipyards, if they do close.
* * *
During our study of the industrial situation in Savannah, we received the most cordial cooperation from representatives of the Industrial Committee, the Port Authority, the Chamber of Commerce, the City authorities, the U. S. Department of Commerce, the Engineers Corps., the Collector of Customs, and many of the leaders in industry, finance, commerce and labor. We wish especially to thank Mr. Charles J. Musante, of the Industrial Committee, for his constant guidance and assistance. Many of the recommendations in this report were developed from the ideas which they so generously offered.
*From "Savannah-City of Opportunity," page 4"r.

*The industries recommended for Savannah in previous pages of this report were included in this table whenever Census reports contained sufficient data about them. **Complete figures for certain industries are not given in
Census reports to avoid disclosing exact OT approximate data about individual establishments.
85

EXIDBIT I
THE PORT OF NEW YORK AUTHORITY*
This "Authority" was created to serve New York and New Jersey in the development of the port, and is merely an agency designed to perform certain delegated tasks. In so functioning, it is as integral a part of the two States as the State Highway Department in New Jersey or the Department of Public Works in New York.
Twelve unpaid Commissioners, six appointed by each State Governor with the consent of the respective State Semites, direct the large paid personnel. Jointly, the Commissioners and staff function as the Port of New York Authority and although it resembles a business corporation, there are essential differences. First, it is entirely non-profit making; second, it performs only those tasks which the legislatures direct and authorize it to perform. Created by a treaty between the two states it has no stock and obtains funds from operating revenue and issuance of bonds.
The work of the Authority can be classified under four principal headings: planning port development and improvement; protection of Port commerce; construction of authorized facilities; and their operation.
As indicated, it is a self-supporting enterprise which when authorized to carry on activities or to construct improvements, such as the George Washington Bridge or the Lincoln Tunnel, must undertake its own financing. For instance, the funds needed for the construction of the George Washington Bridge were obtained through the public offering of bonds. The money involved must be collected entirely from the actual bridge users and no indirect taxation is permitted.
During the twenty years of its activities as a planning and advisory agency it has conducted extensive and continuous research programs related to pier and harbor development, channel improvements, arterial highways, airports, markets, union terminals and allied subjects. In many instances the Port Authority has cooperated with other agencies in studying such projects as the Foreign Trade Zone constructed by New York City on Staten Islandand the new Naval drydock for the Port of New York.
Essentially, the port development problem .is one of unification. The difficulties inherent in a
1*This information was secured from conversations with members of the Port Authority Staff.

large scale program of unification clearly indicate the need for a joint agency with power to proceed and a mandate to do so. This is especially true in the field of terminal unification where it is necessary to bring together competing transportation companies. A union freight station, used by numerous rail carriers, would have been a difficult venture for private enterprise. Analagous problems exist in the fields of motor truck transportation, bus transportation and terminal marketing. The proposed Cross Bay Railroad Freight Tunnel is an example of project study.
It is important to emphasize that this organization is particularly interested in maintaining New York's position as America's largest port for they calculate that nearly one million persons are directly dependent on this movement of commerce. In addition, thousands more are indirectly associated with this trade. One hundred million dollars is the estimated annual expenditure by steamship companies alone in the Port District for labor, supplies, services and the like. Almost one billion dollars has been invested in the piers, warehouses and other harbor facilities. Hence they reason that any conditions which threaten to divert or impede the flow of commerce through the Port of New York jeapardize this investment and the livelihood of the port's workers. Therefore, every effort is made to prevent unfavorable changes in railroad and ocean rate structures. Also the frequent attempts made in the past to transfer important steamship services to other ports or to change sailing schedules to the disadvantage of New York have been defeated.
The Port Authority operates transportation facilities especially designed for the rapid economical distribution of I. c. I. freight destined for this dense metropolitan area.
EXHIBIT II
BUSH TERMINAL BUILDINGS COMPANY
Since 1937 when a reorganization took place, the Bush Terminal Company has restricted its activities to a group of piers and small storage buildings. The following information relates to the Bush Terminal Buildings Company which owns and operates the large, centralized loft facilities intimately linked with the docks mentioned.
This private enterprise appeals almost exclusively to distributors and light manufacturers who are attracted by lower operating costs. The two groups include among others wholesalers handling or processing wine, window displays, floor

86

coverings, lamp shades, gum tape, olives, paper drinking cups, salad oils, nuts, envelopes and bottle caps.
This keynote of economy is supported by the following outline of their claims:
1. Space Savings The elimination of duplicate elevator space,
walls, stairways and large shipping room makes possible straight line production, lower labor and supervisory costs, lower handling costs and speeds up production.
2. Trucking Savings Short shipping time and low costs on both in-
coming and outgoing freight are due to direct connections with every trunk line railroad reaching New York and also with important water lines. Both carload and less than carload freight is delivered at each occupant's floor.
3. Power Savings A centralized steam plant constantly provides
live steam metered at low rates. Electricity for light and power is always available at low metered rates. Fuel problems are completely eliminated.
4. Insurance Savings Modern fireproof construction, automatic
sprinklers, automatic fire control, buildings within the city high pressure area, city fire boats adjacent to the properties, private sprinkler supervisory service, central fire alarm station and watchmen on continuous duty are the chief reasons why fire risks and insurance rates have been reduced to a minimum.
5. Advantages due to Construction These buildings are of steel and concrete and
each floor will safely accommodate heavy machinery and heavy loads of material in storage.
6. Advantages due to Arrangement All streets between the building are wide, light,
airy, privately owned, maintained and policed. The walls are 80% glass and the arrangement is such that some units have light on 3 sides and large sky lights. Truck loading and unloading platforms provide direct handling of merchandise.
7. Location Advantages Centered in an extensive, permanent resident
market of skilled and unskilled labor and serviced by a network of subways, elevated lines, ferries, trolley lines and buses, these buildings are easily and economically accessible for all employees.

8. Conveniences
International and domestic banking requirements can be satisfied by the complete resident unit of National City Bank of New York. The Railway Express Agency is able to facilitate incoming and outgoing express shipments because it maintains a depot in Building No. 7. Worldwide communications facilities are available in the large Western Union office. A clean, low-priced cafeteria operates convenient facilities for employees.
Summarizing, this company leases scientifically planned, industrial loft buildings designed for distributors and light manufacturing concerns and provided with almost every facility and advantage conducive to low operating costs.

EXHIBIT III
TAXES, 1944
This Appendix of tax data concerning the City of Savannah, Chatham County, State of Georgia, can serve only as a general guide. The ramifications of the tax structure in any community compel a detailed study by those interested in establishing industrial enterprises, each of which has its own peculiar requirements. Mr. Charles J. Musante, Executive Secretary of the Savannah Port Authority, furnished the information contained in this Exhibit.

GEORGIA STATE TAXES
Corporation Income Tax
See Georgia Code, such as Sections 92-3113, 923114, 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

$ 10,000-

25,000 Capital Stock_____________________ 30

25,000-

75,000 Capital Stock_____________________ 75

75,000- 100,000 Capital Stock______________________ 100

100,000- 300,000 Capital Stock_____________________ 200

300,000- 500,000 Capital Stock_____________________ 250

500,000- 750,000 Capital Stock______________________ 300

750,000- 1,000,000 Capital Stock_____________________ 500

1,000,000- 2,000,000 Capital Stock______________________ 750

2,000,000- 4,000,000 Capital Stock____________________ 1',000

4,000,000- 6,000,000 Capital Stock_____________________ 1,250

6,000,000- 8,000,000 Capital Stock______________________ 1,500

8,000,000- 10,000,000 Capital Stock_____________________ 1,750

87

Individual Income Tax Exemptions: $1,000 __________________ Single Status 2,500 ____________________ Married Status
400 ____________________ Credit each Dependent

Rate: Net Taxable Income Subject to Tax of 1'!o on the firsL_____________ ------------------------- $ 1,000 2% on the nexL____________________________________________ 2,000

3% 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
The State Real Property Tax has a rate of $5.00 per $1,000 with no discount. This is collected by the County Tax Collector.

CITY AND COUNTY TAXES

Description Tax Chatham County City of Savannah

Property, Real Base: 40% to 60% Base: 60% of true

of true value

value

State

Rate: $5 per $1,000 Rate: $5 per $1,000

County

13 per 1,000*

City

23 per 1,000**

Education

10 per 1,000*

No exemption

Exemption: $2,000 on owner occupied homes does not apply to levies for repayment of outstanding bond issues.

Property, Personal

Base:

Base: 60% of true

value

Rate: $23 per Rate: $23 per

$1,000*

$1,000**

Exemption: $300 Exemption: $300

*1'0% discount if paid quarterly.
** 5% discount if paid quarterly.

TAXES

Tax exemptions for new industries and extensions are given in Article 7, Section 2, Paragraph 2-a of the Constitution of the State of Georgia, which provides:

"The property or 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, metallic or nonmetallic mineral or combination of same, creamery or cheese plant; or for the production or development of electricity, may, as to such building, enlargement, or equipment, be exempt from all county, incorporated town or city ad valorem taxes for a period of time not exceeding five (5) years from the date of the beginning, enlargement, or equiprunt of such plants."
This provision was formally approved by the citizens of Chatham County on January 15, 1929. Since the city limits are so drawn as not to include industrial areas, this provision does not apply to city taxes.
EXHIBIT IV
EXPANSION OF GULF PORTS
FROM "BUSINESS WEEK" January 6, 1945
From Corpus Christi, Texas, to Tampa, Florida, the Gulf ports-still intense rivals in all competitive matters-have joined forces in a campaign to get more foreign commerce for the region after the war.
New Exports Sought
Spearheading the campaign is the newly formed Gulf Ports Association, which will try to persuade exporters and importers in the Upper Mississippi Valley that it will be to their advantage to use the Gulf ports instead of those on the Atlantic and Pacific coasts. The Association lines up Tampa, Pensacola, Gulfport, Baton Rouge, New Orleans, Lake Charles, Beaumont, Houston, Galveston, Port Arthur, and Corpus Christi for cooperation in all shipping matters of common interest.
Supplementing the Association's efforts is the one-man campaign of Sam Houston Jones, Louisiana's former governor, who is trying to convince businessmen of leading Middle West industrial centers that they should set up their own export departments, cut loose from the traditional Atlantic seaboard brokers, and ship via the Mississippi Valley route.
Wartime Demonstration
It is too early to cite any concrete results from the cooperative program, but the aggressive plans focus attention on the preparations of the individual ports to handle a bigger share of the U. S. foreign commerce after the war.
New Orleans (No. 4 U. S. port for foreign commerce in 1941; No. 1 before the Civil War) offers

88

a typical example of the organized planning now under way all along the Gulf Coast. During the war the port of New Orleans has handled a tremendous volume of war cargo (1942-43 figures are not available but may be twice as large as the 1941 total of 20,907,269 tons), and New Orleans shipping men look upon the selection of the port by the Army, Navy, and War Shipping Administration as tacit recognition of the port as a national postwar outlet.
New Orleans points to its port's war record of moving unprecedented tonnages with a minimum of congestion as advance proof of what the port can do after the war, even with its present facilities. But New Orleans is looking far ahead and the machinery of a greatly augmented port is being planned. Two firms-Main & Company of Pittsburgh, and Stone & Webster of Boston-have been engaged to determine what is needed to handle any anticipated increase in commerce.
New Canal Sponsored
Chief item in New Orleans' postwar planning is the sponsorship of aU. S.-financed tidewater ship canal extending from the present Harbor Navigation Canal (Industrial Canal) to the Gulf of Mexico, of sufficient width and depth to permit the largest ships afloat to enter the Port of New Orleans (BW-Aug. 5 '44, p21). It has been estimated that such a canal would cut off at least 40 miles in distance and twelve hours in time from the present tortuous Mississippi route.
New Orleans sponsors of the seaway project are soliciting the cooperation of groups elsewhere who regard the proposed new channel as necessary to future national defense by providing a safe naval and air base on the Gulf. Industrial interests in the 22 Mississippi Valley states are being urged to back the project as offering increased inland prosperity to the whole region through greatly improved shipping facilities in the valley.
Free Trade Zone Planned
In its sales argument to new industries, New Orleans is losing no opportunity to call attention to its 24-hour toll-free industrial canal on which private industries may build their own wharves and operate them for their own needs without any charge except land rental. The canal area is now lined with war industries which New Orleans hopes will be converted to peacetime production to make the port, in addition to its importance as No. 1 port on the Gulf in foreign trade, the chief

shipbuilding and ship repair center of the Gulf area.
To supplement its physical assets, New Orleans is vigorously pressing a proposal for the establishment of a so-called free trade zone at which ships may unload foreign cargoes without application of custom laws pending reshipment of goods abroad or entry into the U. S.
Application for establishment of the zone has been made to Washington, but action has been delayed because of shortages of labor and materials for new construction, and for the reason that existing port facilities are being fully used for war purposes.

Mobile's Project
Mobile, which claims the distinction of being the nearest Gulf port to the center of population in the U. S., is also conducting an engineering study through J. G. White Engineering Corporation of New York, to determine the trade trend of the postwar period, and what increased dock facilities and service must be provided to accommodate the future commerce of the Port.
Mobile is actively sponsoring postwar construction of a $66,000,000 canal which would open up a new short route to the Gulf for commerce on the Upper Tennessee River. A partially navigable inland water route exists now from Mobile Bay, up through the Alabama River and the Tombigbee River to Columbus, Mississippi. There navigation ends within a dozen miles of the Tennessee. A 39-mile long canal would remove the barrier and cut around 500 miles off the present Mississippi route. Mobile can be expected to drive energetically for construction of this canal by the U. S.

Assets Promoted
One of Mobile's physical assets which is being emphasized in its campaign for greater postwar commerce is the Alabama State Docks. These facilities are capable of accommodating 22 ships at one time, and include a cold storage warehouse and handling plant, a cotton warehouse with high density compress, and an industrial canal with numerous industrial sites adjoining it. The quick freezing unit has been of great value to Gulf fishermen and to farmers when markets have been glutted with certain items.

Houston Eyes Trade

. pinHgoustsatotuns'

Tsheaxlalse' qiunatel nodrs

that its postwar better its prewar

shiPposi-

tion. Houston was not opened to deep-sea com-

89

merce until its ship canal was completed in 1915, connecting the city with Galveston Bay, but by the beginning of this war, Port Houston had already ranked for three consecutive years as the third leading deep-sea port of the U. S. in tonnage handled, exceeded only by New York and Philadelphia.
Like New Orleans, Houston has made application to Washington for the establishment of a foreign trade zone, and it has other ambitious plans in the works. A project is already planned and financed to bring many millions of gallons of San Jacinto water to Houston's industrial area after the war, and Houston intends to bear down heavily on the fact that 18 railroads meet the sea at Houston. This is one of the leading economic factors in the growth of Houston as a port and in its future bid for the commerce of Latin America.
A Program Revived
The Port of Lake Charles, Louisiana, which in normal times exports more rice than any other American port, plans to renew the war-interrupted promotion of its shipping assets. Only a few months before Pearl Harbor Lake Charles opened its deep-sea channel through Calcasieu Pass. The canal shortens the former sea route from the Gulf to the Port of Lake Charles by one-half.
When the U. S. entered the war, Lake Charles was engaged in emphasizing its modern terminal facilities, its comparative nearness to the markets of the Southwest and Mid-west, its location on the Intracoastal Canal, a harbor free from Gulf winds and storms, and a safe channel which freighters can negotiate day or night without the aid of tugs. It is these features which Lake Charles will stress in its renewed bid for foreign trade.
EXTENDED COMMENT ON FOREST INDUSTRIES*
Extended comment appears desirable on forest industries. Forests are the principal natural resource of the State of Georgia and will continue to supply a substantial part of commerce through the Port of Savannah. The interests of the Port should do everything they can to encourage the improvement and development of this great natural resource. According to the Forestry Survey, there are strong indications that the forest lands of the State, if handled intelligently, are capable

of producing at least twice the annual increment that they now yield, and the same Authority states " .... there are surpluses of growth over drain as well as noteworthy accumulations of sound material in undesirable trees, the latter crying for markets."
We emphasize the importance of the development of this natural resource because it is a distinct asset to the Port. As Appendix D we include an article by the U. S. Forest Survey entitled "The Rehabilitation of Georgia's Forest Resource."
City Planning
With the development of plans for the Port, a general plan of future development of the City is necessary. This should include studies of the development of public works, community facilities, highways, railroads, and zoning.
With the development of the Port and the ex. pected expansion that it will bring to the City, it is desirable that a study be made of the coordination of railroads and highways leading into the City. A belt line has been suggested in connection with the Port and at the time this is laid out, it will be opportune to study other railroad connections leading into the City to see whether or not grade crossings might be eliminated by viaduct or consolidation. It has been suggested that Bay Street be developed as an access highway to the terminal connecting it with the present waterfront of the City. Study of this route may be carried further to see how it fits in to the coordinated highway system of the area.
Increased business in a community results in increased population which again calls for extended public works and other community facilities such as water and sanitary facilities, schools, parks, etc. If such studies are made in advance of the actual need, they can be done in an economical way.
Zoning of the City is desirable and zoning should be laid out in connection with development towards the new terminal area. Proper zoning protects property values and reserves space for public use where it is most needed.
The foregoing are general suggestions of which undoubtedly the city authorities are fully aware and are pointed out simply because of the fact that the Port should develop, and if it does, these studies will be necessary.

*The text that follows is resumed by Frederic R. Harris, Inc.

90

Section VII. Opportunities For Trade With Latin America

Not only should traffic from the local area and the Middle West be considered by Savannah but attention should be paid to foreign markets. While the European market should not be overlooked, opportunities for traffic with Latin America via Savannah exist. The Port is in 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 Savannah 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 Savannah is favorably located for traffic with Latin America.
One-third of the total imports to Latin America are from the United States. The American share of total sales in Latin American countries is as follows:
Argentina ---------------------------------------------18 o/o Brazil -----------------------------------------------------24% Chile --------------------------------------------------------28o/o
Colombia -------------------------------------------50% Cuba --------------------------------------------------------71 o/o
Mexico ____________________________________________________ 58 o/o Venezuela _____________________________________________57 o/o
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 varying amounts of .alloy metals are produced. Brazil produces most

of the world's coffee, its principal normal export, followed by cotton, canned meat, hides and skins, cocoa, carnauba wax, 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 manufaturing and combustibles. It can be seen, therefore, that there is a possibility of developing a considerable commerce with Brazil through Savannah, 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 products 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 Savannah. 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-

9L

als, agricultural and industrial machinery, road and electrical equipment, yarns, glass, chemicals, and pharmaceutical products.
Savannah is in a favorable position for the development of trade with Argentina and should supply an outlet for exportation of these products, largely made in the Middle West, which is convenient and economical.
The chief exports of Chile are nitrates, copper, iodine, sulfur, iron, wines and 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 foodstuffs 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 Savannah. 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 product known to be 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 making up 90% of the imports. Manufactured iron and steel products, chemical products and vehicles and accessories are important secondary imports. Trade with Venezuela and Colombia is a possibility although the trends in 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 Savannah and because of the trade in nitrates demanded by Georgia as fertilizer; Cuba because of its ready accessibility from Savannah and the prevalence of a favorable ocean rate together with its importance as a market for American products; and Brazil because it probably represents the largest potential unit in the South American area.

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SECTION VIII. A FREE PORT

Past -American experience in the operation of free ports has been under the abnormal conditions of war, and is not of much aid in forming a judgment as to future prospects for a free port at Savannah. A review of the conditions essential to a free port indicates that the planning for its establishment at Savannah should be deferred to the future.
A free port, to use a railroad analogy, is a point where milling in transit is permissible. It is also an area in a country, which has import or export tariffs (there are no export tariffs in the United States), into which foreign goods may be brought and exported without payment of tariff. It offers a simpler method of handling the processing of foreign raw materials than the "drawback" system which is generally in effect in the United States except at free port zones.
The drawback system was inaugurated by the Government in the early stages of our foreign trade, in order to encourage manufacturers in placing United States goods in foreign markets when the materials that make up the manufactured article, wholly or in part, were imported from foreign countries. The Tariff Act of 1930 provides for drawback of the duty paid less 1% on the exportation of articles manufactured in the United States from imported materials. The drawback is 100% of duties paid when goods are exported from bonded warehouses in the original form. Among the principal goods that are im. ported and which are subject to refunds of duty paid are the following; Iron and steel, glycerine, tobacco, drugs, medicinal oils, grain and grain products, forest products, sugar and paper. The procedure necessary to be followed by the importer and manufacturer or exporter in claiming drawbacks and substantiating the claim is a complicated one and fully provided for in Government regulations. On account of its complexities, it is often necessary for the manufacturer to avail himself of the services of experts known as "Drawback Attorneys" who specialize in the securing of refunds and who are located at all the principal ports.
Free ports had long been established in European countries at Hamburg, Copenhagen, Danzig, Gdynia, etc. Hamburg was perhaps the outstanding example of such a port. It was located at a crossroads of commerce, with ships sailing to and

from all parts of the world. It was a local distributing center for northern Europe and was at the threshold of a highly industrialized country with a good, low cost and skilled labor supply. Raw materials were brought in, processed, combined with local materials and exported. It is reported that the free port had been very successful.

Authority for the establishment of free ports in the United States is in the so-called Celler Act of 1934.*

This act permits the establishment of Foreign Trade Zones at ports of entry into one state (if a port of entry serves more than one state, a Foreign Trade Zone may be established in each state). Import shipments can be handled eliminating import duties and regulation. Operation must be by a public body. Goods coming from foreign countries can be assembled, broken up into small lots, sorted, graded, cleaned, blended with other foreign or domestic goods and otherwise manipulated within certain limits. Straight manufacturing is not permitted. Rules and regulations are established by the Foreign Trade Zone Board, a creation of the Departments of Treasury, Commerce, and War.

Free Trade Zone No. 1 was established in New York in 1937 and is still in operation (temporarily suspended on account of the war). In 1938 to accelerate the development of the Zone, the City secured the assistance of a private corporation whtch had greater flexibility in operation and promotion. The Zone is now operated as a public utility under the supervision and control of the Department of Marine and Aviation of the City of New York, the City retaining the grant and ownership of the property while the corporation solicits and handles business on behalf of the City.

The Zone reports in connection with its operation as follows :

1937 1938 1939 1940 1941

Cargo received-Tons 1'1,000 39,000 100,000 216,000 137,00()

Foreign Merchandise

Exported-Tons

742 523 4,800 70,300 24,200

"At the Foreign Trade Zone, ores, including tungsten and antimony from China and South

*Act June 18, 1934, c. 590, 48 Stat. 998 19 U. S. A. sec. 81 et seq.

93

America, are classified, sampled, labeled, mixed and repacked in drums of domestic manufacture.
"Tobacco from the Netherlands East Indies is matured, reconditioned, sampled, weighed, repacked and auctioned according to the age-long custom of the Dutch.
"Swiss watch movements are assembled in domestic watch cases and repacked for export via post.
"Brazil nuts are ripened, ventilated, sorted, cleaned, bagged, weighed and repacked.
"Drugs, grains, seeds are cleaned, graded.
"Cotton and woolen piece goods from the United Kingdom are examined, cut, sampled and various lots are combined for re-export.
"Spirits-brandy, rum, wine and whiskey are stored to age, containers are examined for leakage, barrels recoopered and reconditioned. Quantities are guaged and some of the liquors bottled.
"South American canned meats are inspected, labeled, keys are affixed to cans and cans repacked in cartons for domestic markets or reexport.
"Mexican chick peas, lentils and Peruvian green peas are cleaned, graded, polished, split and packed.
"Olive and vegetable oils are examined, sampled, repacked in domestic containers.
"Rugs are examined and before repacking the superfluous fringe which might increase duties is removed. South American leather is trimmed.
"Fish oils are sampled and tested for vitamin content, checked for pharmaceutical purity and classified for customs purposes.
"Foodstuffs, tobacco, cigarettes are examined, labeled and assembled into packages for International Red Cross distribution to prisoners of war."
(Quotations from P. 14-15 of "Foreign Trade Zone No. 1" by Port of New York.)
Foreign Trade Zone No.2 was opened at Mobile in 1938. It was unsuccessful and was terminated in 1939. An attempt was made to attract trade principally from South American nations but it was finally agreed that the type of commerce moving through Mobile did not lend itself to the taking advantage of a Free Trade Zone.
An example of free port operations is in the handling of furs. This commodity is bought in lots in a European market, for instance Leipzig. It is then shipped to the United States where it can be sorted and graded, and the higher grades

reserved for the American market, and the lower grades re-exported. Under a free port system, this can be done effectively. The buyer can get the advantage of a low ungraded-lot price at Leipzig, send the shipment to a free port, grade and import the high grade furs and re-export the low grade furs without payment of duty on the latter. Otherwise he has to pick out only suitable grad_e furs at Leipzig at a relatively higher price and import these.
Another example is spirits which may be brought to the free port in bulk, blended, rectified and bottled, and re-exported without import duty or regulation.
It is not possible to give an example of manufacture, as the law does not permit straight manufacture.
All past American experience has been under the abnormal condition of war, and is not of much aid in forming a judgment as to the future prospects for a free port at Savannah. Such a judgment must be synthesized from study of probable controlling factors.
It is essential for a free port to have a wide range of shipping connecting it with all parts of the world so that advantage can be taken of the wider distribution of finished product than raw material.
It is essential that a free port be located on lines of trade from origin of raw material to distribution of finished product so that shipping will not have too far to go out of the way.
It is essential that a free port be located at a port of call, that is, one with a variety of cargo destined to various world destinations.
The foregoing as applied to Savannah indicates that development of a free port should be deferred for some time to come. On the first point, that of a wide range of shipping, a volume of varied tonnage is required to support this which can only be supplied by a large seaport, such as New York, Hamburg, or London. In the second point, Savannah is located favorably with regard to traffic passing through the Panama Canal to and from Europe, from and to the west coasts of the Americas and the Far East. On the third point, that is of a variety of cargo, this will have to await the development of traffic with the Midwest.
The conclusion is therefore that it would not be wise to plan a free port at this time, but that the port interests should have the idea in mind in connection with special trade that may develop.

94

SECTION IX. MANAGEMENT AND SOLICITATION

In order for Savannah to extend its position as a port three things are necessary: (1) proper terminal facilities accessible to all carriers on an equal basis; (2) effective interest of railroad connections to the Midwest and (3) aggressive organization and solicitation.
The first point will be effected by new terminal facilities and the establishment of a belt line. The second point largely depends on the provisions made in accordance with the first point. As to the third point, what ever else is done, it will still be necessary to bring cargo to the Port in order to have it develop. No matter how good and efficient the port facilities are, carriers will evidence no interest in the Port unless there is cargo to be carried.
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.
Coincidental with the working out of the railroad situation having to do with connections to the Middle West, it is necessary to embark on an aggressive policy of solicitation to induce shippers to avail themselves of the Port of Savannah rather than some other port. Concurrent with the solicitation of cargo for Savannah, the local area and the State of Georgia should be advertised with a view to inducing industry to locate there.
To accomplish such work, a special, efficient and aggressive organization is needed. 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 a 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, reconciling difficulties between carriers and other conflicting port interests and getting them all to work together to obtain business. He should not, however, neglect the local problems, but should direct his efforts and those of his subordinates

to the end that the story of Savannah and Georgia is made known everywhere in order to attract new industry to locate in the City and the State. He would also actually manage the Port. Such a port manager would, in our opinion, command a salary of at least $12,000 a year as he would have to be primarily a sales-minded executive, and, at the same time, a good operating manager.
Under the manager there should be departments of Sales, having to do with the obtaining of business; Operations, having to do with the actual operation of the terminal and facilities; Traffic, having to do with the study of rates of carriers and matters pertaining thereto, a most important function; and Maintenance and Construction, having to do with the upkeep and expansion of the terminal.
The port manager would perform the combined functions of general manager and sales manager. He should be assisted by an Operations Manager who would directly operate the terminal and supervise its maintenance and expansion. It is assumed that the functions of the Operations Manager will be performed by tbe port superintendent as a part of the operation cost. The port 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 revised to the advantage of the Port. Such a traffic assistant would command a salary of about $6000 a year. The port manager should also have the assistance of a competent general counsel, not only to represent the Port in such legal action as becomes necessary, but also to see that its case is properly presented to government authorities; and who should, as it becomes necessary, direct the procurement of proper legislation. It is assumed that these functions will be performed by counsel of the State Port Authority.
The Port should have a district office in the East, preferably located in Boston, which office would also cover New York territory. This office is important as the staff would have to work closely in conjunction with the coastwise carriers terminating in the East. This office should contain a district representative and an assistant both of whom should travel and solicit business, alternating in maintaining complete coverage of the office at all times. A good chief man for this office would command at least $7000 a year with an

95

assistant of at least $5000 or preferably, they could both be set at salaries of smaller amounts and given a percentage of the amount of business they obtain.

A branch office should be maintained in Chicago. This office is particularly important in that it not only would solicit foreign traffic in the Middle West, but would also solicit traffic for the coast-wise trade. Three men are needed in this office, at least two of whom should be travelling solicitors. Salaries should be on the same basis
. as suggested for the Boston Office. It is believed that local solicitation can be best done out of Atlanta for the reason that Atlanta is the financial center of the Southeast, and, in addition, provides ready access to all parts of the South. An office should be maintained in Atlanta staffed by three men with salaries on about the same basis as suggested for Boston.

All of the port personnel should realize that the business of a port is not confined to a local area, but is world wide. It is essential that the men in the district offices be able traffic salesmen. They should be provided with ample travel and entertainment allowances, as much of the business they will obtain will be on the basis of good will. On this basis, a reasonable volume of business can be secured provided the slight economic advantage can be shown which already exists in the freight rates.

The efforts of the solicitors should be backed up by advertising, not only in trade papers, but 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 Savannah, and separate advertising should treat of the industrial opportunities the City and State have to offer.

Reducing all of the above to tabular form, we have the following estimate of the annual soliciting costs:

Salaries

Port Manager ____________ (at least) $12,000

Traffic Assistant ---------------------District Manager at Boston______ Assistant at Boston __________________

6,000 7,000 5,000

District Manager at Chicago____ 7,000

2 Assistants at Chicago______________ 10,000

District Manager at Atlanta____ 7,000 2 Assistants at Atlanta______________ 10,000

3 Stenographers at District

Offices ------------------------------------- 5,400

Expenses $ 1,000
1,000 1,000 1',000 2,000 1,000 2,000

District Offices Expenses, Rent,

Supplies, Telephone, etc. ________

Advertising __________

__________ _

Miscellaneous ___________________

4,500 10,000 1,100

Total Cost

$69,400 $24,600 _ __ _ ____ ___ $94,000

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 devefopment of the Port of Savannah even if no new terminal facilities are provided.

2. These expenses are over and above the expenses 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 $94,000 allocated as part of the cost of terminal operation, however, the average annual deficit would be increased to $324,000 which would represent but little more than 4% of the total investment. This figure would be well below the average of 5112% determined by W. P. Hedden in his study of American and Canadian ports and railroad terminals previously referred to.

Such an organization as described above should be set up under a separate and special enabling act, with a proper appropriation of money for its operation.

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, that the solicitation efforts of the railroads may be largely depended upon to bring in business.

When such an organization is created and the district offices established, an accurate estimate, particularly of export-import traffic, should be made as soon as possible. One or two steamship lines should be approached with the figures and persuaded to enter into a schedule of regular sailings from the Port. The port manager is then in a position to go to shippers and give them regular schedules of sailings which together with the lower freight rates, as compared to the North Atlantic ports, and the more favorable sailing time, as compared to the Gulf ports, for example, provide him with sales arguments. He may find it necessary to develop cooperation with railroads serving special territory and develop their solicitation as an aid to his own.

96

APPENDIX A-FREIGHT RATE FACTORS APPENDIX B-INTERSTATE COMMERCE COMMISSION
DECISION OF MAY 15, 1945 APPENDIX C-GEORGIA'S DEFICIENCY INDUSTRIES APPENDIX D-THE REHABILITATION OF GEORGIA'S FOREST
RESOURCE APPENDIX E-LEGISLATIVE ACTS CREATING PORT
AUTHORITIES
97

APPENDIX A
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 Classifica. tions 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 25.
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 Class, 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 different classifications. The classifications governing 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

98

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 the 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 25. 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 rate-making purposes, is divided into the Western Trunk Line Territory, the Southwestern Freight Bureau Territory and the Transcontinental Freight Bureau Territory.
Rates are 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 in accordance with the provisions of the Interstate Commerce Act. In certain states local rates must meet the approval of state b~dies, 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 of rates, to 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
*218 I. c. c. 284.

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 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.*
*205 I. C. C. 185.

99

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 thou. san<fii of rates and the effect is evident even in the class rates, due to the introduction of "exceptions." Exceptions are made primarily for two purposes-one, 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.
2. 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 commodity 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
**Refer to Import rates from Southern ports to Minneapolis, 218 1. C. C. 284.

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 comparison 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 com. monly 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 transportation. The principle holds generally true in spite of specific exceptions."
*A Report of the Tennessee Valley Authority entitled "Regionalized Freight Rates: Barrier to National Productiveness."
100

"The disposition of other public-transportation agencies is t et rates at a level where they will divert from the railroa only so much traffic of such kinds as they can handle pr itably. In large parts of the country, for example, the mmon-carrier truck lines operate on rates substantially ual to the railway rates, depending for patronage on q'ut_cker and better service, more liberal packing requiremen , and lower minimum-weight requirements. Unlike truck rates, rates by water carriers are generally lower than ilway rates, as they must be to attract traffic to a ser ce which the public believes to be inherently less expe tious . . . the significant fact is that water rates, as we 1 as truck rates, tend to run in proportion to the rates b rail transportation between the same points."
Export and import rates differ from domestic rates in that they are low~r 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 Intersate 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 special 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.E.d 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 cargo 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. Mose 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 coast 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 and 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 carrier reserves the right to refuse cargo which may damage other cargo or the vessel, or prove offensive to passengers.
All rates are exclusive of marine insurance.
'''Usually 10 cents to 20%. **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 Far Eastern trade. A measurement rate ton is 40 cubic feet.
(Footnote:-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.)

101

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 ill~]stration 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
Page_______________________Itern No.____________________
5. Ports of Destination
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 Grounds 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 to Reduce His Other Costs and How His Article Compares With the Foreign ArticleAlso Any Other Steps Taken to Meet This Competition.

102

SOUTH ATLANTIC STEAMSHIP CONFERENCE

COTTON, LUMBER, NAVAL STORES, ETC. TARIFF NO. 12 Third Revised Page No. 3.

Cancels Second Revised Page No.3.

COTTON WASTE, SWEEPINGS, ETC.

Correction No. 37

These rates apply on Cotton Sweepings, and Card Strippings (Refuse of Cotton Spinning Factories or Knitting Mills) or Cotton Clinpings (Cotton Knit Goods Scraps), including Thread Waste and Cotton Comber in bales.

1 *BORDEAUX
*DUNKIRK

*HAVRE

*ANTWERP

*GHENT

J-Tli.ru. Dec.

*ROTTERDAM

*AMSTERDAM

*HAMBURG

*BREMEN

High Density t.44

*UNITED KINGDOM-Thru. Dec

t.44

Standard t.59 t.59

Uncompressed

Cottonseed Shavings Or Pulp and Motes In
Machine Pressed Bales

1.18

:j:.55

1.18

:j:.55

GENOA } NAPLES LEGHORN VENICE

.60

.75

1.50

.60

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. (:j:)-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 pres entation of receipted insurance bills.

(*)-Change.

Effective August 11th, 1939.

103

APPENDIX B

INTERSTATE COMMERCE COMMISSION DECISION OF MAY 15, 1945
RELATIVE TO
Docket No. 28300-Class Rate Investigation, 1939 Docket No. 28310-Consolidated Freight Investi-
gation

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 ratings, 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 analagous 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 classifications, 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 classification 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 classification 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 undertake to make and tender a uniform classification based upon the findings 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.
11. 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 rates, 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

104

charges resulting therefrom, between all points in the United States except those in mountain-Pacific territory found:
1. That the intraterritorial class rates (except as they apply to rail-and-water coastal service or relate to short-or weak-line arbitraries) applicable within official, Illinois, southern, southwestern, and western truck-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 preference 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 of freight located therein, to undue and unreasonable prejudice and disadvantage, in violation of section 3 (1) of the act.
4. That a just and reasonable 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 the 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 between carriers without transfer of lading.
(c) Class rate scales, other than class 1, shall bear percentage relations to the class I 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 trunkline 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.

105

APPENDIX C

GECRGI..L1 S DUICIENOY UTDUSTRIJ:S

BASD ON EXTENT TO WHICH CONSUMPTION OF GOO'DS EXCEEDS PROlXJOTION

ITJM
-
Abra~tve Wheele, etonec, paper cloth, end related producte

UNITED STATES POPULATION SERVED PER
PLANT

PRESENT
NUMBER or
PLANTS IN
G"EORGIA

POTENTIAL .ADDITIONAL PLANTS nT
G:B:ORGU.

POTENTIAL ADDITIONAL
NUMBER or
EMPLOYEES
IN GEORGIA.

POTENTIAL .ADDITIONAL
VALUE f6
INDU'JTR!.AL PROlXJO'l'S IN GEORGIA

1,062,000

-

3

273 U,690,000

Agricultural machinery (except

tractors)

415,000

7

Alloying and rolling and drawing

of nonferous metal$, except alu!Dinum

700,000

-

Aluminum producte (including rol-

ling and drawing Mi extruding) not elaewhere claesified

813,000

-

5

550

2,680,000

4

1,008 10,570,000

a.

520

4,020,000

Aluminum ware, kitchen, hospital

and household (except electrical

appliancee)

4,115,000

1

l

Artificial leather and oilcloth 3.657,000

-

l

Artiete1 material

J,).JO,OOO

-

1

193

875.000

120

l,OJO,OOO

15

93.000

AebeetoR producte (except steam

packing and pipe and boiler cov-

ering)



1,665,000

-

2

310

1,44o,ooo

Automobile trailere (for attach-

ment to paeaenger care)

1,665,000

-

2

42

187 .ooo

Automotive electrical equipment

. 1,565.000

-

2

498

2,6oo,QOO

Baking powder, yeaet and other

leavening compounds

2,801,000

-

1

96

750;000

Batteriee, etorage and. primary

(dry and wet)



596.000

-

5

Batting, padding and wadii~g; up-

holetery filling

1,062,000

2

1

425

2,780,000

43

239.333

Beauty ehop and barber ehop equipzaent

1,827,000

-

2

Belts (apparel), regardleee

of material

537.500

-

6

Biecuit, crackers and pretzele 369.500

-

8

Blowere, exhauet end ventilat-

ing fane

1,708,000

-

2

78

312,000

126

468,000

808

4,770,000

142

687,000

Boat Building and boat repairing

652,000

-

5

75

250,000

106

UNITJW

STATlllS

IDM

POPUL.A.TIOB

SERVED PlCR

Pw.BT

Bone black, carbon black and lamp-

black

2,484,000

Book binding and related induetriee 116,200

Booke; printing without publiehing

190.700

Booke; publ1 ehing and printing

877,000

Booke; publiehing without printing

236.800

Boot and ehoe cut etock and find1111 253.000

Bread and other balter7 producte (except biecuit, crackere, and
pretsele)

7.300

Brick and hollow etructural tile

1.655.000

Brooae

412,000

Bruehee

537.500

Butt one

417,000

Candie II

4,702,000

Cand7 and other confectioner, pro.ducte

105.200

Cane So.gar - except refineriee

1,688,000

Canned and dried fruita and veeetablee (Including canned ~pe)

65,600

Canned fieh, ~ru1tacea, and mollu1k1 614.500

CanT&I product. (except bag1)

394,000

Oarbon paper and inked ribbon

2,270,000

Carbon producte for the electrical indu1tcy, and manufacture of carbon or artificial graphite

~.245.000

Carpets and rug1, wool

3,06o,ooo

Carpete, rugs, and mate 11ade from auch materials as paper fiber, graes, Jute, flax, eieal, cotton,
cocoa fiber and rae

1.567.000

Carpet 7arn, woolen and worsted

7.315.000

Car. and car equlP!ftent - railroad, etreet, and rapid-traneit

920,000

Can II,Jld truclte, indu1trial

2.390.000

Calkete, coffine, burial caeee, and other morti ciane goode

220,000

PRB:SDT
JIUMBER OY
PLANTS IN GEORGIA 9 5 8
105 13
6
29 21 5 5
19

PO'l'DTI.&L ADDITIONAL PLANTS UT
GEORGIA
l 25 12 4
ll
12
25~
3 6 8 1
6 2
4o 3
l'j
l
l l
2 l
3 1
2

POTKNTUL .ADDI TI OlW.
lfUMBJ:R 0'1
EMPLOYD:S IN GIORGIA

POTll:lftUL
lDDI~onL
v.u.m: ar
IIIDUSTRI.&L PRODJCTS
IN GJ:OP.GI.A.

45

3~3.000

700

2,3()0.000

372

1,585.000

236

935.000

242

2,105,000

~92

J,o6o.ooo

3.542 17,050,000

~2
246 312 28
294 136
2,l6o 237 90 71

113,000 1,150,000
718,000 156,000
1.370.000 810,000
11,900.000
8~.-ooo
395.000 500.000

96

4)7,000

675

J,34o.ooo

86

218,000

82

468,000

6o6

4,000,000

90

4o6,000

56

.29~.000

107

ITF.\1

UNITED
STATES POPULATION
SERVED PER
PLANT

PRESENT NUI-'.BER Oi PLANTS IN
GEORGIA

POTENTIAL ADDITIONAL
PLANTS IN
GEORGIA

PCTENTIAL ADDITIONAL NUMBER CF EMPLOYEES
I~ GEORGIA

POTl!:NTIAL ADDITIONAL
VALUlll OF INIJ!JSTRIAL PROOOCTS IN GEORGIA

Cement

322,500

2

2

352

2,275.000

Cereal preparatio~s

1,853,000

2

258

3.060,000

Cheese

49,450

64

134

2,560,000

Chemicals not elsewhere classified

242,500

3

10

Chewing gum

4,875,000

1

1.530 88

20,000,000 1,375.000

Chil:\re!l 1 s ani inf.;nte 1 wea.r not el~ewhere classified - made in contract factories

5,980,C'r0

1

25

31,000

Children's and infants' wear not elsewhere classified - made in inside factories or bT jobbers engaging contractors

1, 277,000

2

96

438,000

Children's coats - made in contract

factories

2,924,000

1

27

31,000

Children's coats- made in inside factories or by Jobbers engaging contractors

1,219,000

3

78

593,000

Children's dresses- Made in contract factories

1,154,000

3

120

94,000

Children's dresse& - made in inside factories or by job~era engaging contractors

723,000

4

268

1,120,000

Children's vehicles

2,990,000

1

112

468,000

China firing anddecorating (for the trade)

5.480,000

1

12

62,000

Chocolate and cocoa. products Cigar boxes: wooden, part wooden
Cigarettes Cigars Clay pr~ducts (except pottery) not elsewhere clatsified

3.370,000 2,230,000
3,76o,OOO
220,000
1.330,000

1

226

2,34o,ooo

1

19

156,000

1

730

24,600,000

14

1.~74

3. 300,000

2

38

94,000

Clay refractories, including re-

fractory cement (clay)

798,000

3

1

Cleaning and polishing preparations, blacking, and dre~sings

207,000

5

14

Clothl.ng: leather and sheep-lined

1,355,000

2

83

1,000,000

224

2,000,000

110

530,000

Cloth sponging and miscellaneous special finishing
Coal tar products, crude and intermediate

1,175.000 2,685,000

3

93

561,000

1

6o

1,030,000

108

POTENTUL

UNITED

POTENTIAL ADDITIONAL

lTD!

STATES POPULJ..TION

PRESENT NUMBER OF

POTENTIAL ADDITIONAL

ADDITIONAL
NUMBER or

VALUE OJ'
UTIDSTRIAL

SERHD PER PLANTS IN PLANTS IN EMPLOYDS PROJXJOTS

PLANT

GEORGIA

GEORGIA

IN GEORGIA. IN GEORGIA.

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

6,65(),000

Coate, suits ani skirts (except fur coats) made in contract factoriea

155.600

20

520

780,000

Colore ani pigments

1,480,000

2

180

2,000,000

Commercial laundry, dry-cleaning, and pressing machinery

1,605,000

2

90

530.000

Communication equipment

580,000

5

990

4,55(),000

Compressed ani liquefied gases -

not made in petroleum refineries

or in natural-gasoline plants

347,000

7

5

85

680,000

Concrete products

64,500

20

31

341

1,958.000

Condensed and evaporate~. milk

234,5()0

13

286

4.970,000

Construction and similar machinery (except mining and oil-field machinery and tools)

661.500

5

585

3.330,000

Converted paper products not else-

where classified

342,700

4

5

370

3,830,000

Cooking and other edible fats and

oils, not elsewhere classified

2,35(),000

4

Cooperage

376,000

9

3

69

361,000

Cordage ani twine

1,135.000

9

Cork products

3, 76o,ooo

1

86

4o5,000

Corn syrup, corn sugar, corn oil, and starch

3. 76o,ooo

1

215

2,840,0()()

Corsets and allied garmens

483,000

6

510

2,000,000

Oostumejewelry ani costume novelties (jewelry other than fine jew-
elry)

455.500

7

308

810,000

Cotton broad woven goods

199,000

Sl

Cotton narrow fabrics

807.500

4

. 372

1,155.000

Cot tonseed oil, cake, meal and linters

294.500

51

Cotton thread

1, 755.000

3

Cotton yarn Creamery butter

377,000

38

37.500

6

80

64o

11,15(),000

109

ITEM

UNITED STATilS POPULATION S:&RV'.lD PER PLANT

PRES!:":NT NUI-IBE.R OF PLANTS IN
GJ:ORGIA

POTENTIAL ADDITIONAL PLANTS I~
GEORGIA

POTENTIAL ADDITIONAL NUMBER OJ!' EMPLOYnS IN GEORGIA

POTENTIAL .. ADDITIONAL VALUE Of INllJSTRIAL
PRODUCTS IN GEORGIA

Cured fish

1,155,000

3

63

375,000 -

Curtains, draperies, and bedspreads- contract factories

1,755,000

2

32

31,000

Cutlery (except aluminum, silver ani plated cutlery) and edge tools

495,000

6

414

1,1.~35.000

Dental equipment ani suppliee

1,005,000

3

132

750,000

Die-cut paper ani paperboard, ani converted cardboard
Dolls (except rubber)

1,057,000 1,567,000

3

141

]80,000

2

82

281,000

Doore, window sash, fr~~ee, molding, ani trip (made of metal)

642,500

5

255

1,155,000

Dress and semi-dress glovee and mittens: cloth, cloth and leather combined

2,690,000

l

89

187,000

Drugs ani medicines (including drug grinding)

120,500

16

18

666

5.920,000

Dyeing and finiehing cotton, rayon,

silk, and linen textiles

281,000

8

4

584

2,380,000

Dyeing and finishing woolen and worsted
Electrical appliances
Electrical measuring instruments

2,09Q,OOO 953.000
2,23Q,OOO

2

144

905,000

3

543

3.470,000

1

222

1,000,000

Electrical products not elsewhere clauified

752,000

4

188

933.000

Electric lampe

2,390,000

1

278

2,0JO,OOO

Electroplating, plating, and pol-

hhing

205,000

3

12

180

655.000

Electrotyping and stereotyping not done in printing establishments
Elevators, escalators, ani conveyors

562,500 718,000

6

162

687,000

4

288

1,530,000

Embroideries, other than Schifflimachine products-contract factories

369,000

8

104

187,000

Embroideries other than Schifflimachine products - made in regular factories or by jobbers engaging contractors

2,~35,000

1

17

31,000

Embroideries: Schiffli-~chine products

331,000

9

99

56o,ooo

~amelei-iron sanitary ware and other plumbers' supplies (not including pipe and vitreous and semivitreous china sanitary ware)

508,000

6

66o

2,96o,OOO

llO

POTENTIAL

ITEM

Ulii'l'El>'
STATES POPULATION

PRESENT
NUMBZR or

POTENTIAL ADDITIONAL

POTENTIAL ADDITIONAL
ruMSER or

ADDITIONAL
V.ALUJ: OJ'
INOOSTRI.AL

SERVED PER PLANTS IN PLANTS IN liMPLOYUS PROlXJCTS

PLANT

GEORGIA GEORGIA IN GEORGIA IN GIORGI..\

Enameling, Japanning, and lac-

quering

2

Engraving on metal (except for

printing purposes)

1.4oo,ooo

2

156.000 125,000

Engraving (steel, copperplate, and wood); plate printing
Envelopes
Essential oils

301,500 778,000

10

16o

530.000

4

264

1.183.000

1

q

218,000

Excelsior

2,485,000

1

25

62,000

Explosives

1,646,000

2

208

1.710,000

Fabricated plastic products, not elsewhere classified

6o9,000

5

415

1,710,000

Fabricated etruct~ral steel and

ornamental metal work, maie in

plants not operated in connection

with rolling mills

115,6o0

8

23

920

5.670.000

Feathers, plumes, ani artificial !lowers

418,500

7

175

437.000

Felt goode, wool, hair, and jute (except woven felts and hat bodies an1 hate)

3.550.000

1

90

562,000

Fiber cans, tubes. and similar products

1,134,000

3

201

778.000

Files

5.980,000

1

89

281,000

Finishing of men's ani boys' hAts of fur-felt, wool-felt, and ~traw

872,000

4

216

780.000

Firearms

5.725,000

1

144

438,000

Fire extinguishers, chemical

4,700,000

1

35

219,000

Fish Rni other marine oils, cake, ani meal
Fl'lt glass

1,733.000 3.560,000

2

48

312,4oo

1

445

2.44o.ooo

Flavoring extracts ani flavoring

syrups, not elsewhere clasPified

276,000

10

1

15

Floor ani wall tile (except quarry

tile)

2,690,000

l

Flour ani other grain-mill proiucts

61,4oO

39

35

153

595

10,420.000

Food preparations, not el~ewhere clauified

131,000

12

Footwear (except rubber)

123,000

5

19

266 4,139

2.46o,OOO 13,100,000

111

, I!IK

UNITE ST.ATIS POPULATION
SERVXD P&
PLANT

PRESENT
WHB:mt or
PLANTS I.li
GEORGI .A.

POTENTIAL ADDITIONAL PLANTS Ill
GIORGI .A.

POTENTIAL ADDITIOli.AL
NUMBER or
JMPLOYJ:&S
UI GiORGIA.

POTENTIAL .lDDITIONAL
V.ALu:a: or
IIDUSTRI.AL
PROJXJCTS IN GBORGIA

Forgings, iron and steel - made in planta not operated in connection with rolling mills
lu.el briq11ets

636.500 4,120,000

5

11.35

2,5()0,000

1

11

125,000

lu.r coats and other fur garments, accessories, and trimmings

6o,500

52

11.16

11.,000,000

Ju.rs, dreued and dyed

908,000

3

123

530,000

Galvanizing and other coating carried on in plants not operated
in connection with rolling mille

1,585,000

~

36

156,o6o

Games and toys (except dolls and children's vehicles)

384,000

s

424

1,310,000

General commercial (job) printing

13.700

lOS

143

1,859

7.700,000

Generating, diatribution and industrial apparatue, and appara~s for incorporation in manufactured pro~cte not elaewhere classified

2613,000

12

2,352

11,150,000

Glace container Glue and Gelatin

1,710,000 1,645,000

2

76o

3110,000

!

100

110;000

Gra?Ure, roto~ravure, and rotary photogravure {including preparation of plateu)

5.480,000

1

75

437.000

Gray-iron ani memisteel. castings

113,000

17

20

1,120

J,64o,ooo

~rease and tallow (except lubricating gr.Qa~e~)

425,000

1

147

1.370,000

Greeting cards (~cept handpainted) 1,eo5,000

3

276

935.000

Gu. Naval ctor~s (procesaing but

not gatherlng vr varahoueing)

174.500

438

G;rpeum produ.cta

1,9Jo,OOO

2

Handkerchief11-me.d.e in contract

factories

6,580,000

1

Randkerehi~f5-made in inside fact-

oriee or by jobbFI's engaging con-

tractor

2,19(),000

1

Rand etampe, stencils, and brand

455.000

3

5

172

1,09<),000

21

31,000

102

5()0,000

6o

178,000

Rardw&re not elsewhere classified

304,000

10

1,000

3,680,000

Hardwood d!et1llation and charcoal manuacturo

3,o6o,ooo

1

48

156,000

Hat and cap materials, trimming11, etc.

2,390,000

1

22

125,000

Hat bodiee and hate, fur-felt

3,06o,ooo

1

258

935,000

Hat bodies and hats, wool-felt

10,950.000

1

114

374.ooo

Hate, straw

11,950.000

1

13

31,000

112

UNIBD

STATES

ITEM

POPULATION

SERVED PER

PLANT

Hatters' fur

3. 56o,ooo

Heating ani cooking apparatus, except electric, not elsewhere claesified

955.000

Hosiery - full-fashioned

264,000

Hotel china

1. 74o,ooo

House dresses, uniforms, and aprons.- made in contract factories

517,000

House dresses, uniforms, and aprone - made in inside factories or by jobbers engaging contractor

270,6oo

House furnishing (except curtains. draperies, and bedspreade)

279,000

Household furniture, except upholstered

82,700

Ice eream and lees

48,200

Industrial leather belting and packing leather

693,000

Industrial machinery, not elsewhere classified

227,000

Insecticides, fungicides, and related industrial and household chemical compounds

170,000

Insulated wire and cable

1,665,000

Internal combustion engines

1,780,000

Jute goods (except felt)

5.980,000

Knitted cloth

575.000

Knitted glovee

6,580,000.

Knitted outerwear (except knit gloves) - contract factories

565,000

Knitted outerwear (except knit gloves) regular factories or jobbers engaging contractors

277,000

Laboratory, hospital, and other professional furniture

1,605,000

Laoe goods

2,090,000

Lamp shades L<.pidary work

1,028,000
1.~.000

Lasts and relE1ted products

2,7lio,ooo

PRESENT NUMBER OF PLANTS IN
GEORGIA
13
5 3 22 34
9 11
4

POTENTIAL ADDITIONAL PLANTS IN
GEORGIA 1
3 1 1
6
6
8
18 35
5 11
14 2 2 1 2 1
6
11
2 1 3 2 1

POTENTIAL ADDITIONAL NUMBER OF EMPLOYEES IN GEORGIA
56
81
208
115
264
384
224
1,224 455
80
572
168 488
s4o
95 110 14o
108
506
94 198. 72
8 45

POTENTIAL ADDITIONAL VALtm r8 INruSTRIAL PRODUCTS IN GEOBGU.
250,000
5()0,000 514,000 218,000
218,000
1,380,000
J, 750.000
,-,,670,000
593.000
2,650,000
1,64o,ooo 2,880,000 2,620,000
lio5,ooo 680,000 281,000
156,000
2,310,000
J4J,OOO 562,000 188,000 125,000 156,000

ll3

UNUED

STATES

PRESli:N.T

ITEM

POPULATION 1-.'UMBER OF

SERVED Pl:R PLANTS IN

- - - - - - - - - - - - - - - - - - = P - = L A N = T : : . __ _ _..:G:.:E:::O:.:RG::.:I:.:.:.A

POTENTIAL ADLITIONAL PLANTS IN
GEORGIA

POTENTIAL

POTENTIAL .ADDI Tl(,INAL

ADDITIONAL

VALUE OF

NUMBER OF IN!lJSTRIAL

li:MPLOYEES

PROilJCTS

Hi GEORGIA __ _!:E_~A_-

Laundry equipment, domestic

3,130,000

1

229

1,465,000

Leather gloves ani mittens

565,000

6

288

625,COO

Leather goode not elsewhere c1aer.ified

823,000

4

72

218,000

Leather - tanned, curried, and finished - cnntract factories

1,185,000

3

162

4o6,ooo

Leather - tanned, curried, and finished - regular factories or jobbers engaging contractors

393,000

g

1,088

7,e6o,ooo

Lir.hting fi~tures

232,000

14

630

2,970,000

Lime

489,000

6

246

873,000

Li~en goods

14,630,000

1

45

156,(1{)0

Linoleum, asphalted-felt-baRe and other hard-curface floor coverings, not elsewhere classified

7,74o,OOO

1

198

1,65(),000

Linseed oil, cake, and meal

5,270,000

1

57

1,620,000

Liquors, distilled

975,000

3

129

l,J42,COO

Liquors, rectified or blended

889,000

3

87

1,156,000

Lithographing and photo-litho-

graphing (including preparation

or stones or plates and dry

transfers)

176,000

4

14

644

2,85<),000

Lubricating oils and greases - not made in petroleum refineries

567.500

6

108

1,155,000

Macaroni, spaghetti, vermicelli,

and noodles

4o2,000

8

Machine ~nd hand typesP.tting (in-

lllu:Ung adverthement typePetting)

205,000

4

12

200

1,090,000

156

465,000

Machine shop products not elsewhere clas~ified

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 l1c;.uou

217,000

14

1,414

12,5<)0,000

Matches

4,700,000

1

142

625,000

Measuring and dispensing pumps

},46o,ooo

1

195

1,060,000

Measuring instruments, mechanical

(except electrical measuring in-

etruments, watches and clocks)

1,930,000

2

Meat packing, wholesale

89,000

16

22

252 2,508

937,000 39' 300. (00

114

UNITED

STATES

PRESENT

IT:at

POPULATION NillffiER OF

SERVl!;D PER PLANTS IN

---------- --------------------~P~LAN~T~----G~F=;QRGIA

Mechanical power-trRnsmi~sion equipment

60},000

Mens' ani boy's hats and caps (except felt IUld straw)

487,000

POTENTIAL

POTENTIAL ADDITICNAL

POTEN'riAL ADDITIONAL VALUE OF

ADDITIONAL NUMBER OF INWSTFiiAL

PLANTS IN EMPLOYEES

PRODUCTS

GiWRGIA __....;I:..:N:....;:G.::~;=:OR:::G:.:I:=:Ao.... _}ll GEORGIA

5

86o

4,070,000

6

84

282,000

Mens' ani boy's shirts (except work shirts), collars, and nightwear - made ir. contract factories

934,(100

3

291

282,000

Mens' and boy's suits, coats, and overcoats (except work clothing) made in contract factories

122,000

26

1,196

Mens' and boys' suits, coats, and

overcoats (except work clothing)

made in inside factories or by

jobbers engaging contractor

96,000

7

Men's and boys' underwear- made in contract factories

13,170,000

1

30

31,000

Men's and boys' underwear - made in inside factories or by jobbers engaging contrectors

2,990.000

1

135

374,ooo

Men's neckwear- made in contract factories

3.870,000

1

23

31,000

Men's neckwear- made in inside

factories or by jobbers engaging

contractors

380,000

3

6

Metal working machinery ani equip-

ment, not elf!ewhere classified

7Uo,000

4

180

85(),000

472

2,34o.ooo

Millinery

125,000

5

8

224

85(),000

Mineral wool Mirror frames IUli picture frames

2,270,000 722,000

1

55

187,000

4

88

312,000

Mirrors an! other glass products made of purchased glass

236,000

13

286

1,183,000

Miscellaneous fabricated producta not elsewhere classified

226,000

392

1,220,000

Miscellaneous fabricated textile

products not elsewhere classified

439.000

3

4

Models end patterns (e~cept paper

patterns)

193.000

16

160

530,000

Motorcycles, bicyclPs, and parts

},65Q,COO

1

2_31

1,030,000

)!otor vehicles, motor-vehicle bodies, parts and accessories

125,000

9

16

6.992

Mucilage, paste, and other adhesives, except glue ani rubber cement

2,060,000

2

18

94,000

115

UNITED

STATES

ITEM

POPULATIOli

SERVED PER

PLABT

Muaical instruments, parts, and materials not elsewhere claasified

1,305,000

!Tails, spikes, etc., not made in wire mille or in plants operated in connection with rolling mille

3.650,000

Batural grapnlte, ground and refined

21,950,000

Needles, pine, hooks and eyes, and slide and snap fasteners

2,270,000

Newspaper: publishing and printing

19,100

!Tewspaper: publishing without printing

305,000

Nonclay refractories

2,860,000

Nonferrous-metal foundriea (except aluminum)

219.500

Nonferroua-~eta1 products not elsewhere classified

301,000

Office and store machines, not elsewhere classified

1,070,000

Office furniture

865,000

Oil burnera, domestic and induatrial

1,010,000

Oleomargarine - not made in meatpacking establishments

7,300,000

Ophthalmic goods; lenses and fitting

1,45(>,000

Optical instruments and lensea

4,390,000

Paints, varnishes, and lacquers

113,000

Paper and paperboard mille

206,000

Paper bags, except those made in paper mills

1,105,000

Paperboard containers and boxes not elsewhere claasified

98,000

Paper-mill, pulp-mill, and paperproducts machinery

1,3}0,000

Partition&, shelving, cabinet work, and office and store fixtures

184,000

Paving blocks and paving mixtures: asphalt, creosoted wood, and composition

570,000

PRESENT NUMBER Ol PLANTS I!T
GEORGIA
-
-
-
-
103
4
-
5
-
-
-
-
10 3
2
15
-
6
-

POTENTIAL .ADDI TI OliAL PLANTS IN
GEORGIA
2
l 1 1 94 9 1 12 10
3 4
3 l 2 l 24 12 l 17 2 13
6

POTENTIAL ADDITIONAL
lUMBER or
EMPLOYEES IN GEORGIA
82
83 2
320 2,820
54 125 228
700 1,074
392 63 4o
296 42 792 2,424 107 952 146
325
84

POTENTIAL ADD! TI O)J'.AL
VALUE Or INOOSTRIAL PROWCTS IN GEORGIA
281,000
312,000 31,000
905.000 12,250,000
245,000 655.000 1,100,000
3.370,000 3.560,000 1,310,000
437.000 810,000 1,o6o,ooo 125,000 8,75(>,000
676,666 4,97o-.ooo
780,000 1,255,000
780,000

116

ITEM
Pencils (except mechanical) and cra,_vons
Pens, mechanical pencils, and pen points
Perf~~es, cosmetics, and other toilet preparations
Periodicals: publishing and printing
Period.icals: publishing ~ithout printing
Petroleum refining
Photoengraving, not done in printing establishments (incLding preparation of plates)
Photographic apparatus and materials ani projection equipment (except lenses)
Pickled fruits ani vegetables and vegetable sauces and seasonings
Plastic materials
Porcelain Electrical supplies
Poultry iressing and packing wholesale
Power Boilers and as~ociated proiucts
Prepared feeis (including mineral) for animals and fowls
Preserves, jam~. jellies, and fruit butters
Pri~ary smelting ani refining of non-ferrous metals
Printing ink
Processed waste and recovered wool fibers-regular f~ctories or job~ers engaging contractors
Processed waste and recovered wool fibers-contract factories
Professional and scientific instruments (except surgical and dental)
Public building furniture
Pulp goods (pressed, molded)

UNITED STATES POPULATION SERV'.&D PER PLANT 3.290,000 1,!380,000 244,000 219,000 67.000 271,000
1!39,0.0
320,000 348,000
3.46o,ooo
172,000 293.000
95.000 770,800 2,890,0<)0 63!L000
l,o4o,ooo
4,370,000 604,000
1,24o,ooo
9,405,000

PRESENT NUMBER OF PLANTS IN
GEORGIA
13
4
23 1 6
3
3 14
5

POTENTIAL ADDITIONAL PLANTS IN GEORGIA
1 2 10
39 11
9
4 6
1 1 13 g 18
4
1
5
1
5 3
1

POTENTIAL ADDITIONAL
NUMBER OF
El-IPL OYF..ES IN GEORGIA

rOTENTUL ADDITIONAL
VA.LU:i: OF
INDUSTRIAL PROIXJCTS IN GEORGIA

125

375.000

180

592,000

290

2, 730,000

812

4,580,')00

2,277

5.320,000 53.625,000

180

726,000

612

3.130,000

192

1,o6o,ooo

263

1,340,000

164

500,000

396

3.300,000

306

5.230,000

112

905,000

780

22,700,000

105

1,155.000

17

31,000

320

1, 1+65 ,1)00

198

625,000

20

94.ooo

117

I'l'llM
Pulp mille
Pumping equi~ent and air compreuora
~ick frozen fooda
Radioa, radio tubea, and phonographa
Raincoats and other waterproof garmente (except oiled cotton)
Rattan and willowware (except furniture) and baskets other than Tegetable and fruit baeketa
Rayon and allied producta
Ba7on broad woTen goode - contract factoriea
Rqon broad. wonn goode - regular factorial or Jobbers engaging contract ora
Rqan narrow fabrica
Rayon throwing and apinning contract factorial
laTon 7arn and thread, spun or thrown - regular factoriea or Jobber engaging contractor
Reclaimed rubber
Refrigerator, domeatic (mechanical and absorption), refriger~ tlon machiner;r and equipment, and complete air-conditioning unite
Rice cleaning and polishing
Robea, lounging garments, and dreuing gowna
Roofing, built-up and roll; aa~t ahinglea: roo! coating
ept paint)
Roofing tile
Bubber boots and shoea (including rubber-soled footwear with fabric upper a)
Bubber products not elsewhere claaai:t'ied
Sat and Taulta
Salt
Sand-lime brick, block and tile

UNIHD STATJ:S POPULA.TI ON SDVJID PIR PLANT

PUS:B:IT WMBIR 0"1 PL.Ul'l'S Illl GEORGIA

POT:B:ITUL
ADDI'l'IOliT.lL PL.UlTS Ill
GEORGIA

POTDTUL ADDITIOJW,
WMBD o:r
llMPLOYDS
IIi G:IORGU.

POHHTUL ADDITIOUL T.lLtm 0"1 I:rmJSW.lL PRODI1CT8 IIi GJIORGU.

678,000

2

3

474

3.24o,ooo

391,000

3

3,650,000

-

588,000

-

1, 730.000

-

5

l4o5

1

78

250,000

5

1,250

6,6oo,OOO

2

72

282,000

2,801,000

-

4,390,000

-

1,665,000

-

1

39

94,000

1

l,320

5.90<),000

2

116

125,000

670,000

3

2

691

1.097.000

-

3

'lT~

5()0,000

4,120,000

-

1

61

62,000

2,530.000

-

1

152

625,000

1,3,170,000

-

1

30

156,000

425.000

3

1,820,000

-

498,000

3

1,020,000

2

8,200,000

-

10,130,000

-

254,000

-

8,200,000

-

3.291,000

-

4,870,000

-

4

560

2

90

1,000,000

6

198

825,000

1

79

856.666

1

17

31,000

1

4~0

1,185,000

12

1,464

6,280,000

1

37

156,000

1

114

655.000

1

10

31,000

118

ITEM
Sausage casings - not made in meat-packing establishments Sausages, prepared meats, and other meat products - not made in meat-packing establishments

UNITED STATES POPULATION
SERVED PER
PLANT

PRESENT
NUMBER OF
PLANTS IN GEORGIA

POTENTIAL
NUMBER OF
PLANTS IN GEORGIA

POTENTIAL ADDITIONAL
NUMBER OF
EMPLOYEES IN GEORGIA

POTENTIAL ADDITIONAL
VALUE OF
INDUSTRIAL PRODUCTS IN GEORGIA

3,560,'JOO

1

32

156,000

123,000

18

11

176

2,210,000

Saws Scales and balances

1, 515,000 2,350,000

2

112

437.000

1

89

343,000

Screw-machine products and wood

screws

382,000

g

1,960,000

Secl)ndary smelting and 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 an1 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
Shipbuilding and ship repairing

104,000

11

324,000

2

14

280

1,550,000

g

1,488

6,216,000

Signs, advertising displays, and

advertising novelties

95,000

12

21

1,700,000

Silk broad wovton goods, contract fctories

3,56o,OOO

1

32

31,000

Silk broad woven goods - regular factories or jobbers engaging contractors

1,605,000

z

232

84o,ooo

Silk narrow fabrics

1,317,000

94

312,000

Silk throwing ani spinning contract fActories

1,680,000

2

332

374,000

Silk yarn and thread, spun or thrown-

regular factori~s or jobbers engaging

contractors

.2,480,000

Silverware and plated ware

875.000

1

235

1,155.000

4

392

1,5QO,OOO

Small leather goods Soap and glycerin

1,110,000

3

111

343,000

498,000

3

3

231

Soda fountains, beer dispensing

equipment, and related products

2,580,000

l

Soybean oil, cake, and meal

2,800,000

1

321,000 1,030,000

Special dairy products

2,580,000

1

119

POTENTIAL

UNITllD

POTENTUL ADDITIOBAL

STATES

PRJlSENT POTENTIAL ADDITIONAL VALUE 0.,

IHM

POPULATIOB NUMBER 0., NUMBER OF NUMBER OF I:NllJSTRIAL

SERVED PE PLANTS IN PLANTS Ili DQ>LOYUS PRODUCTS

PLANT

GEORGIA GEORGIA IN GEORGIA IN GEORGIA

Sporting and athletic goode _not elsewhere classified

376,000

-

8

376

1.530,000

Springs. steel (except wire) -

made in plants not operated in connection with rolling mills

2,480,000

-

1

86

56o.ooo

Stamped an~ pressed metal products (except automobile stampings)

201,000

-

"16

96o

4.24o.ooo

Statuary and art goods (except stone and concrete) - factory production 1,045.000

-

3

27

94.000

Steam and hot water heating apparatus (including hot-water furnaces) 1.930.000

-

2

294

1,090.000

Steu and other packing; pipe and boi~er covering

983.000

-

3

168

875.000

Steam engines, turbines and water wheels

7.320.000

-

l

132

583,000

Steam fittings, regardless o! material

728.000

-

4

616

2,65(),000

Stokers, mechanical, domeatic and in:l.uetrial

2.16o.ooo

-

1

118

592,000

Stoves, ranges, water heatere, and

hot-air furnaces (except electric)

293,000

7

6

678

3.130,000

Suitcases, brief cases. bags, trunks,

and other luggage

4oo,ooo

-

8

Surgical and medical instruments

2,632,000

-

1

24o

875.000

54

218.000

Surgical supplies and equipment not

elsewhere classified; orthopedic appliance a

366.000

-

9

324

1.900,000

Suapenders, garters, and other goode made from purchased elastic material 1.995.000

-

2

96

375.000

Tableware, pressed. or blown glass and glassware not elsewhere classified 1.145,000

-

Terra cotta

10.950.000

-

Text'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 smoking and snuff)

997.000

-

3

249

2.930.000

Tobacco pipee and cigarette holdera 4.120.000

-

1

67

187.000

Tools (except edge too1a, machine tools. files. and saws)

,4o.ooo

-

9

441

1.780.000

Tractors

4.390.000

-

1

935

6,030.000

Transportation equipment not eleewhereclass1fied

3.210.000

-

1

38

156.000

120

IDK

UBI!llD STABS POPULATIOB SERVE PER PL.lft

PBESDT
BOMBER or
PLAITS II
GIORGU.

Trimmings (not made in textile mills) stamped art goods, and art needlework - contract factories

333,000

Trimmings (not made in textile ailla) stamped art goods, and art needlework - made in regular factories or by Jobbers engaging contractors

sso.ooo

Umbrellas, parasols, and canes

1.~6o.ooo

Upholstered household furniture

154,000

7

Vending, amusement, and other coino~erated machines

2.580,000

Venetian blinds

~so.ooo

Tinegar and cider

997.000

Vitreous-china plUIIbing fixtures

5.268.ooo

Vitreous enameled products, ineluding kitchen, h~aehold, and
hospital utensils

2,390.000

Wallboard and wall plaster (except grpaum). building inaulation (except mineral wool), and f~oor compoei tion

1.o6o.ooo

Wallpaper

2.s6o.ooo

Whltevare

~.250.000

Window and door screens and weather strip
Window had
Wine a

812.000

482.000

437.000

2

Women 1 s and missea 1 blouses and waists-made in contract factories

997.000

Women's and misses' blouses and waists-made in inside factories or by Jobbers engaging contractora

775.000

Women's and misses clothing. not
elsewhere classified - made in contract factories

1.317.000

Women's and misses' clothing, not elsewhere classified - made in
inside factories or b7 Jobbers engaging contractors

570.000

Women 1a and misaea 1 dreaaea ( a:cept

house dresses) - made in contract

factories

88.000

5

POTDTIAL ADDITIOBAL PLAITS IN
GEORGIA
9
5 2
1~
1 7 3 1
1
3
)
1 4 6 5 3
.
2
5
32

PO!DTIJI. ADDITIOBAL
liUMBD or
JH>LOYDS Ill GBORGU
144
105 72
57~
112 175 30
~5
298
186 116 300 88 90 6o 120
136
76
165
1.oss

PO!DTIJI. ADDifiOBJI.
VALtmf6
IllDUSWJI. PROWO!S IN GIORGIA.
312,000
625.000 282,000 2,080,000 562.000 625,000 ur.ooo 530.000
1.o6o.ooo
8~.ooo
592.000 655000 375.000 655.000 557.111-5 125,000
875.000
9~.000
8l!o.ooo
1.36o,OOO

121

ITEM
Women's and mi!eee' dresses \except h~se dresses) - made in inaide factories by jobbers engaging contractors
Women's, children's and infante' underwear and nightwear of cotton and flannelette woven fabrics
Women's, children's and infante' underwear and nightwear of knitted fabric a
Women's, children's, and infante' -underwear and nightwear of silk and rayon woven fabrics
Women' neckwear, scarfs, etc.
Women 1 s pocketbooks, handbags, and pur~ee
Wood products not elsewhere c1aesifted
Woodworking machinery
Woolen .and worsted manufacture contract factoriee
Woolen and worsted manufactures regular factories or jobbers engaging contractor
Wool pulling
Work gloves and mittens: cloth and leather combined
Writing ink
llrought pipes, welded and heaT)' riveted - made in plants not operated in connection with rolling mille

UIIITG. STATES POPULATIOI SERQD PER PLAIT

PRESET BUMBER 0"1 PLANTS I:ri
GEORGIA

POTENTIAL .ADDITIOIAL PLANTS IN
GEORGIA

POTENTIAL .ADDITIONAL lllUMBJlR 0"1 DIPLOIDS IN GEORGIA

.POTENTIAL ADDITIOHAL
VALUlil OF INDUSTRIAL PROlXJOTS Ili GIORGIA

92,000

6

757,000

-

947,000

-

354,000

-

1,225,000

-

16o,ooo

-

148,000

11

1,012,000

-

1.7.3.3.000

-

3.3

1,584

10,070,000

4

288

875.000

3

156

592,000

9

549

2,150,000

.3

66

282,000

7

.385

1,310,000

17

47b

1,34o.ooo

.3

.120

500.000

2

174

312,000

226,000

6

7. 740,000

-

1,4oo,ooo

-

s. 770,000

-

4

1,028

4,8,30,000

l

22

.312,000

2

200

5,30,000

1

12

62,000

2,690,000

-

1

230

1,810,000

Totals

1,713

2,662

134.569 $751,682,210

122

APPENDIX D
THE REHABILITATION OF GEORGIA'S
FOREST RESOURCE
Throughout its long history, Georgia has been .1n agricultural State, with cotton as the principal crop. For several decades now, as cotton culture has declined, its agricultural economy and traditional land use pattern have been considerably upset, and the whole State has suffered. Especially in the central and northern parts of the State, thousands of farms have been abandoned, and thousands of farm families have had to give up their efforts to make a living from the soil, the fertility of which has been depleted through erosion and one-crop agriculture. According to observations of the Forest Survey made in 1934-36, there was more than 2 million acres of idle or abandoned cropland, much of which may never be used again for agricultural crops. This serious maladjustment in laird use and the growing instability in land ownership has resulted in Statewide reduction of both income and standards of living.
The decline in agriculture is also reflected in reduced opportunity for gainful employment. According to the Special Unemployment Census taken in 1937, there were more than 250,000 people on relief, or totally or partially unemployed and wanting work. To offset this decline in employment for land and people, other opportunities for both must be sought. In the main, these opportunities will be found in the utilization and processing of the natural resources of the State, among which forests and forest lands still constitute one of its greatest assets. The forests of Georgia have always occupied a greater proportion of the land surface than all the other crops and uses combined, and have played a large and important part in making the State what it is today. The rehabilitation and intensive development, utilization, and processing of this resource can go a long way in placing the economy of the State on an enduring foundation. The soils and the climate throughout the length and breadth of Georgia are favorable for the growth and development of forest stands; the native species are renowned for their vigor of growth and quick reaction to man's efforts to improve them. The nearness of the State to the great centers of population and consumption in the East and Middle West, and its ports on the seaboard, which serve

as a base for over-seas shipment, give it ample opportunity to market its forest products.
Because the forests have long been subjected to repeated burning, harsh turpentining, and short-sighted, often premature cutting, the present stands are so poorly stocked that the annual growth of wood is less than half of what the soils are capable of producing. Frequent and indiscriminate forest burning has long been the most important factor militating against the develoPment of well-stocked timber stands. Since early colonial days, fires have swept through the woods every few years, killing the small trees that are needed as recruits for the growing stock, and injuring or destroying many of the larger ones. In 1937, they caused a damage estimated at $3,750,000 of which 98 percent occurred on areas not accorded organized cooperative protection under the Clarke-McNary Act; only 2 of the 12 Southern States reported greater losses. Although most of the fires in Georgia originate from carelessness, many of them are purposely and systematically set.
After many years of harvesting only the larger and more valuable trees, the stands of today are composed chiefly of small trees, 2 to 10 inches d. b. h., or in the south are full of worked-out longleaf and slash pine of small value for lumber. In upper Georgia, because of the high percentage of old-field pine stands, about half of the pine saw timber is in rough and limby trees that in the main will yield only low-grade lumber. In much of the State, the hardwood component of mixed stands is increasing because the lack of a market has left the mature trees standing. While the first and most important step in the rebuilding of Georgia forests is the control of the fire situation, the widespread application of good cutting practices and avoidance of overcutting are also essential.
Notwithstanding harsh treatment and shortsighted management, the nucleus of a good growing stock is to be found in all sections. If Georgians were satisfied to accept low returns from steadily depreciating forest stands, the present situation might not seem unduly alarming; for as shown, by 1936 data, under stocked as they are, the forests still are capable of supplying on a sustained-yield basis, with a margin to spare, the present requirements of industry. In view of what is needed in the economic rehabilitation of the State, however, the present forest situation cannot be accepted with complacency. To

'123

play Us part, the forest should be developed to the fullest productivity that the soil, the species, and skillful, foresighted management can accomplish. There are strong indications that the forest lap.ds of the State, if handled intelligently, are capable of producing at least twice the annual increment they now yield.
The forest industries rank high in the economy of the State. The survey in 1937 found a development impressive both as to size and diversification. It included 1,607 sawmills, 603 turpentine stills, 2 large new pulp and paper mills, 3 wooddistillation plants, 25 veneer mills, 36 cooperage plants, 6 wood-treating plants, and at least 63 other forest-industrial plants. There is opportunity to expand forest industry still further if it can and will use fully the kind and quality of wood available. This is particularly true in the three northern survey units, where the 1937 increment was in excess of drain by 3 million cords. There is also, in the State as a whole, an accumulation of 36 million cords of sound, usable material of comparatively low quality in cull trees and in trees worked out for turpentine, the early removal of which would be a blessing to the forest stand. To this may be added a large but undetermined volume of wood, also of low quality, in trees of small size that should be removed as thinnings from dense stands, and in the top stems and larger limbs of sawlog trees.
Although expansion of utilization, locally adjusted to sustained-yield capacity in each survey unit of the State, is both possible and desirable, perhaps the greatest good would come through a change in the pattern of the wood-using industry. For many years, the greater part of Georgia's forest resources has been converted simply into convenient shape for shipment and sold at a minimum figure for fabrication or processing elsewhere. The same material processed in Georgia for sale in finished form would bring into the State many times the present returns and give opportunity for more workers, steadier employment, and higher wages. Then too, there should be more plants to utilize the large volume of hardwoods and of sound but low-grade material in other species, most of which is now being wasted.
Only when stable, adequate, and diversified markets are locally available for all the products of their forests, will private owners fully accept sustained-yield forest ,management as a sound and attractive business. South Georgia has made

real progress in the last 15 years in the field of private forestry mainly because of the presence there of diversified markets for naval stores, lumber, pulpwood, poles, piles, and cross ties, and because of supplementary income from grazing and hunting preserves. In the three northern units of Georgia, on the other hand, private forestry has made but little headway, despite favorable natural conditions. The difficulty there has been that landowners have had to depend for their markets almost entirely upon the inadequate and intermittent requirements of small transient sawmills. In each of these three units, there are surpluses of growth over drain as well as noteworthy accumulations of sound material in undesirable trees, the latter crying for markets.
The forest lands of Georgia are owned by thousands of individuals with many and widely differing objects of management and an equal diversity of economic limitations. To bring about that widespread practice of essential forestry measures needed to increase materially the volume, quality,
and value of the forest resource of the State, many people must participate, and many problems must be studied and solved. This is no small undertaking, nor one that can be accomplished easily in a short time; it will require years of well planned action on the part of the forest landowners themselves, with the full cooperation of public agencies and the wood-using industries.
The objectives of such an effort should be: (1} To grow on each acre of forest land, at lowest cost and in greatest volume, the most valuable commodities the soil will produce; (2) to protect forest properties and investments from preventable losses due to fire, insects, and disease; (3) to develop stable and diversified wood-using industries throughout the State that will provide profitable markets for all the products and byproducts of the forest; and (4) to remove those causes that threaten the stabilized land ownership necessary for long-time forest management, such as unfair tax treatment, discriminating freight rates, hard credit terms, and unfavorable legislation.
While the people primarily concerned in this program are the forest landowners of the State and their tenants and managers, at the same time the forest-using industries and the general public have a large stake in the program and must play their part.

124

APPENDIX E

LEGISLATIVE ACTS CREATING PORT AUTHORITIES

The Savannah Port Authority for the Harbor and Port of Savannah is authorized by an amendment to the Constitution of Georgia approved November 4, 1924, an ordinance of the Mayor and aldermen of the city of Savannah approved December 24, 1924, an act of General Assembly of Georgia approved August 14, 1925. This authorization pe_rmits the _.A.qtbority to acquire prope%_ 9perate a terminal and to incur indebtedness to the amount of $3,000,000. "The Mayor and aldermen of the city of Savannah, at the time or times, bonds shall be issued under authority of this section, shall make provision for the payment of all interest thereon, and for sinking fund requirements, for eventual retirement and payment of such bonds as are now required by law to be made."
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 terminal is to be by local port authority after constrJ:Iction is completed.
THE SAVANNAH PORT AUTHORITY
FOR
THE HARBOR AND PORT OF SAVANNAH
AMENDMENT TO
CONSTITUTION OF GEORGIA
Approved, November 4th, 1924
ORDINANCE OF THE
MAYOR and ALDERMEN of the CITY OF SAVANNAH
Approved, December 24th, 1924
ACT OF
GENERAL ASSEMBLY OF GEORGIA
Approved, August 14th, 1925

AN ACT
To make the Savannah Port Authority for the harbor and port of Savannah a body corporate and politic; to confer upon it certain powers, duties and jurisdiction; to authorize the city of Savannah to delegate to it lawful power, authority and function; to authorize it to exercise all power, authority and function granted and delegated it by the city of Savannah; to authorize the State of Georgia, the county of Chatham, or the city of Savannah to convey to it property for certain purposes, and the Savannah Port Authority to hold, own and operate said property for such purposes; to repeal the act to create a board of harbor commissioners for the city and port of Savannah, approved August 6th, 1921, (Georgia Laws 1921, page 1067), and for other purposes.
Whereas, the General Assembly of Georgia, by enactment approved August 18th, 1923, (Georgia Laws 1923, page 45), proposed to the qualified voters of the state of Georgia, an amendment to article seven (7), section seven (7), paragraph one (1') of the constitution of Georgia, and
Whereas, the qualified voters of the state of Georgia, after pro'Clamation by the Governor, in the general election of 1924, and on November 4, of said year, ratified, confirmed and ordained said proposed amendment as follows, to-wit:
"And except that the Mayor and aldermen of the City of Savannah, for the purpose of acquiring, andjor improving a site or sites on the Savannah river, in Chatham county, for publicly owned, operated and managed terminals, and for purposes of creating ingress thereto and egress therefrom, may incur a bonded indebtedness in addition to the debts hereinbefore in this paragraph allowed to be incurred, to an amount in the aggregate not exceeding three million ($3,000,000) dollars. The Mayor and alderman of the city of Savannah shall be empowered to take charge of and administer municipally owned terminals of the port of Savannah and is hereby authorized to create, construct and operate new terminal, storage, handling and terminal transportation facilities at the port of Savannah, and to that end, shall have the right to condemn in accordance with the law, or otherwise acquire any property necessary for said purposes, and may incur a bonded indebtedness in addition to the debts hereinbefore in this paragraph allowed to be incurred, to pay for same by issuing mortgage or mortgages, andjor bond or bonds against the real estate and improvements thereon, and against such facilities, such mortgage or mortgages andjor bond or bonds and all interest thereon, are to be paid out of the net receipts of said terminal, storage, handling and transportation facilities, after the payment

125

of maintenance and operating expenses. The authority granted hereby shall be a continuing authority, and the first creation or establishment of terminal, storage, handling and transportation facilities shall not exhaust the power of the said Mayor and aldermen of the city, of Savannah. Bonds issued under this authorization shall be paid by preference out of the net receipts of the terminal, storage, handling or transportation facilities acquired, andjor created therewith, after the payment of maintenance and operating expenses, and so far as such net receipts may be insufficient, then out of the entire receipts and revenues of the said municipally owned, operated and administered port of Savannah, after the payment of maintenance and operating expenses and prior bonded obligations, provided, that each issue of bonds under said authority shall be subordinate to previous issues hereunder. The Mayor and aldermen of the city of Savannah shall have power to regulate the commerce and traffic of the harbor of Savannah in such manner as may in its judgment be best for its maintenance and development, and the foregoing amendments to the constitution shall be self-executing and operative, and the Mayor and aldermen of the city of Savannah may by ordinance or otherwise carry the same into effect. The General Assembly may confer further and additional authority upon the Mayor and aldermen of the city of Savannah, touching the disposition and control of said terminals and harbor not inconsistent herewith," and
Whereas, on account of the growing commerce of the port and harbor of Savannah, it is now necessary to create, construct and operate such new terminal, storage, handling and terminal transportation facilities at the port of Savannah, for the handling of export and import cargoes in the port and harbor of Savannah, as will be equal, if not be superior to similar facilities at any other American port, and to create, construct and operate under present or future tariff laws of the United States of America, and in accordance with such rules, regulations and permission of the Secretary of the Treasury, or of the Treasury Department of the United States of America, as may hereafter be obtainable, transit warehouses, bulk breaking, cleaning, fabricating and otherwise handling plants built, constructed and operated with special reference to imports in aid of the commerce of the United States of America, and
Whereas, the Mayor and aldermen of the city of Savannah carried into effect said constitutional amendment by ordinance passed, adopted and approved December 24, 1924, as follows, to-wit:
Section 1. Be it ordained by the Mayor and aldermen of the city of Savannah, in council assembled, and it is hereby ordained by authority of the same. That from and after the passage of this ordinance, there is created and established in the city of Savannah, the Savannah Port Authority for the harbor and port of Savannah, which shall be known as the "Savannah Port Authority" hereinafter termed "authority." The said Savannah Port Authority shall consist of seven (7) members, who shall be appointed by the Mayor of the city of Savannah, with the consent and approval of the board of aldermen of the city of Savannah. The members of said Savannah Port Author-

ity shall be citizens of Chatham county, Georgia, and one member shall be appointed for one year, one for two years, one for three years, one for four years, one for five years, one six years and one for seven years. Upon the resignation, death or removal from office of any of said members of the Savannah Port Authority, a successor shall be appointed by the Mayor of the city of Savannah, with the consent and approval of the board of aldermen of the city of Savannah for the unexpired term. Upon the expiration of the term of office of said members of said Savannah Port Authority, their successors shall be appointed for the term of five years each. The principal office of said Savannah Port Authority shall be at the City Hall in the City of Savannah, and said Savannah Port Authority is hereby authorized and empowered to establish a branch office or offices in the city of Savannah; the state of Georgia, the United States of America, or any foreign country. Said members of the Savannah Port Authority shall serve without compensation, but shall be reimbursed for all necessary expenses. A majority of said Savannah Port Authority shall constitute a quorum for the transaction of business, and the Savannah Port Authority shall employ a secretary, and such other clerks as may be necessary to keep fair minutes and entries of all ordinances, orders, regulations and transaction of said Savannah Port Authority in a book or books to be kept for that purpose. Said Savannah Port Authority shall elect out of its own number a president, vice president and a secretary, whose duties shall be those usual to such offices. Said Savannah Port Authority shall meet at regular sessions, not less than once a month, and at such other times as the president of the Savannah Port Authority shall convene them, or on the written request of three members. The said Savannah Port Authority is hereby declared to be a department of the municipal government of the Mayor and aldermen of the city of Savannah.
Section 2. Be it further ordained by the authorit;y aforesaid, That said authority shall have the power tc regulate the commerce and traffic of the harbor and port of Savannah in such manner as may in their judgment hE best for its maintenance and development. It shall be empowered and it shall be its duty to take charge of and administer the public wharves of the city of Savannah; the construction of new wharves, piers, docks, slips and basins where necessary, and to erect warehouses or sheds thereon; to place and keep wharves, warehouses, sheds and approaches in good condition; to maintain sufficient depth of water at said wharves; said authority shall have jurisdiction also over the lighterage and towboat companies operating in the port of Savannah, and shall make rules and regulations governing the services of such companies in said port.
Section 3. Be it further ordained by the authority aforesaid, That all rules and regulations adopted by said Savannah Port Authority shall before becoming effective be approved by the Mayor and aldermen of the city of Savannah, and after being so approved, the said Mayor and aldermen may provide that said rules and regulations shall have the force and effect of ordinances of the city of Savannah; and said Mayor and aldermen shall have the power and authority to provide a fine of not more

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than one hundred dollars ($100.00), and a penalty of not more than thirty days' imprisonment, either or both, or any part of either or both, for the violation of any such rules and regulations of said Savannah Port Authority.
Section 4. Be it further ordained by the authority aforesaid, That the Mayor and aldermen of the city of Savannah shall annually appropriate such sum or sums of money as it may see fit or deem necessary for the maintenance or support of said Savannah Port Authority. The said Mayor and aldermen of the city of Savannah shall have the right to convey and transfer to said Savannah Port Authority the title to any and all public wharves, terminals and lands acquired for wharf, dockage, warehouse and factory site purposes on the Savannah river owned by said Mayor and aldermen of the city of Savannah at the time of the passage of this ordinance, or which may be afterwards acquired by it, and said Savannah Port Authority for the city and port of Savannah is hereby authorized and empowered to receive the title to such property and to own the same for the; purpose as stated in this ordinance.
Section 5. Be it further ordained by the authority aforesaid, That said Savannah Port Authority shall have the right to make such rules and regulations for the harbor and port of Savannah as they may deem proper. They shall also have the right to establish harbor lines in the Savannah river between such points in Chatham county as they may deem proper, and to enact rules and regulations for persons, building or erecting structures of any character in said river on either side thereof within the city limits.
Section 6. Be it further ordained by the authority aforesaid, That whenever any person or persons shall desire to construct, extend or alter< any wharf or pier, or to erect, extend, alter or improve any other harbor structure into or on the aforesaid river and its navigable tributaries within the city limits, such person or persons shall make application to the president of the Savannah Port Authority, stating in writing the nature and extent of such intended wharf, pier, or other harbor structures or buildings in the nature of a wharf, or harbor structures aforesaid; and file in the office of the President of the Savannah Port Authority the plans and specifications showing fully the proposed erection, construction, extension, alteration or improvement and produce their deeds, or other evidence of title to the property to be so occupied, altered or improved; whereupon the president of the Savannah Port Authority shall give notice of the time and place of hearing such application, to all parties interested by advertising twice a week for two successive weeks, in two newspapers of general circulation published within the county in which such work is to be done, and by posting notice upon the premises referred to in such application; it shall give its consent and issue a license for the erection, construction, extension, alteration or improvement for which application shall have been made, and cause the same to be recorded in the office of the president of the Savannah Port Authority in a book to be kept by the said president of the Savannah Port Authority for that purpose; and such license shall not be unreasonably withheld.

Section 7. Be it further ordained by the authority foresaid, That any person or persons aggrieved by a decision of the said Savannah Port Authority granting or refusing in whole or in part, any application for a license to erect, construct, extend, alter, or improve any wharf, pier or bulkhead or other harbor structure, or as to any other thing under this ordinance, may within thirty days after the date of said decision present a petition to the Superior Court of Chatham county, Georgia, setting forth the facts in the case and the ground of petitioner's complaint, and thereupon said court having first caused reasonable notice of the presentation of said petition, and of the time fixed for the hearing thereof, to be given to all persons who may be legally interested therein, shall proceed to hear and determine the subject matter of the said petition; and said court shall make such order in the premises as it may deem legal and proper, and the said order shall be final and conclusive. It shall be lawful for the said court to appoint a commissioner to take evidence to be used at the said hearing and to make such order for the payment of the costs, by one or more of the parties to the proceedings, as it may see fit and as justice may require.
Section 8. Be it further ordained by the authority aforesaid, That the Savannah Port Authority shall make rules for regulating when in port all ships, vessels and boats plying in the harbor of Savannah and the Savannah river and its navigable tributaries, and serving the port and commerce of the city of Savannah, and shall have power to make surveys and soundings, ascertain the capacities of the aforesaid river and its navigable tributaries for commercial purposes, and to prepare plans therefrom, and to keep records thereof. They shall also have power to regulate, fix, and establish state, county or city owned property, bulkhead and pierhead lines and a distance between piers, subject to the regulations of the United States Government; to adopt and promulgate rules and regulations for the construction, extension, alteration, improvement and repair of wharves, piers, bulkheads, docks, slips and basins.
Section 9. Be it further ordained by the authority aforesaid, That said Savannah Port Authority is hereby authorized and empowered, with the concurrence of the Mayor and aldermen of the city of Savannah, to acquire by purchase or condemnation in the exercise of the right of eminent domain, or both, all lands, property, property rights, leases or easements deemed necessary by said Savannah Port Authority for the establishment of additional wharves and terminals in the port of Savannah, either within or without the corporate limits of said city. All proceedings with regard to the exercise of the rights of eminent domain by said Savannah Port Authority in the acquiring or damaging of land, property, property rights, leases or easements shall be in the manner provided by the laws of the State of Georgia in the exercise of said right by other public corporations.
Section 10. Be it further ordained by the authority aforesaid That said Savannah Port Authority shall have the right' to expend such monies as may be appropriated to it by the Mayor and aldermen of the city of Savannah, or by the State of Georgia, or derived by it from fees

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and charges on ships and for the use of the wharves and
terminals in the port of Savannah or from any other sources for the purpose of acquiring additional wharves and terminals in the port of Savannah, and for the improvement of and the addition to such public wharves and terminals as may be in existence at the time of the passage of this ordinance.
Section 11. Be it further ordained by the authority aforesaid, That the Savannah Port Authority for the city and port of Savannah, for the purpose of acquiring, andjor improving a site or sites on the Savannah river, in Chatham county, for publicly owned, operated and managed terminals, and for the purpose of creating ways of ingress thereto and egress therefrom, and for the purpose of creating, constructing, operating and administering terminal, storage, handling and terminal transportation facilities, including a public belt line railroad at the port of Savannah, and for purposes of creating, constructing, operating and administering under present or future laws of the United States of America, and in accordance with such rules, regulations and permission of any official or department of the United States of America, transit warehouses, bulk-breaking, cleaning, conditioning, fabricating and otherwise handling plants in the port of Savannah, with the advice, consent and approval of the Mayor and aldermen of the city of Savannah, is hereby authorized and empowered to issue, from time to time, as may be required in the judgment of the authority, bonds not to exceed three million ($3,000,000) dollars, in such sums and denominations, and at such rate or rates of interest, as may at such time or times, be determined by ordinance of the Savannah Port Authority for the city and port of Savannah, approved by ordinance of the Mayor and aldermen of the city of Savannah; said bonds shall be drawn payable to bearer, or shall be registered and released from registry under such rules and regulations as may be prescribed by said Savannah Port Authority, and no registered bond shall be negotiable shall be signed by the president of the Savannah Port Authority and attested by the signature of the secretary of the Savannah Port Authority, and shall bear the approval of the Mayor and aldermen of the city of Savannah. Bonds issued under the provisions of this action shall constitute a contract between the holder of the bonds issued hereunder, and the Mayor and aldermen of the city of Savannah, and the Savannah Port Authority for the city and port of Savannah. The Savannah Port Authority for the city and port of Savannah shall have the right and authority to negotiate the bonds herein authorized at a rate not less than par and accrued interest. The Mayor and aldermen of the city of Savannah, at the time or times, bonds shall be issued under authority of this section, shall make provision for the payment of all interest thereon, and for sinking fund requirements, for eventual retirement and payment of such bonds as are now required by law to be made. Provided, that if the proceeds of any bonds issued under authority of this section, shall be used to create and construct a terminal, storage, handling, conditioning, cleaning or terminal transportation facility in the port of Savannah, the net receipts after the payment of maintenance and operating expenses of such particular facility or enterprise, shall be paid into the treasury of the city

of Savannah by the Savannah Port Authority for the city and port of Savannah at semi-annual or annual periods, segregated from other funds of the Mayor and aldermen of the city of Savannah, properly earmarked and applied to the payment of interest on such bonds and to the creation of said sinking fund, and if such net receipts are in excess of such interest and sinking fund requirements, such excess shall remain in the custody and control of the Savannah Port Authority for the city and port of Savannah, to be used by said Savannah Port Authority in further development of the port and harbor of Savannah and the traffic and commerce thereof.
Section 12. Be it further ordained by the authority aforesaid, That the Savannah Port Authority for the city and port of Savannah, for the purposes of acquiring, creating, constructing, operating and administering terminal, storage, handling, and terminal transportation facilities; warehouses, bonded warehouses, bonded manufacturing warehouses, and other facilities and enterprises necessary or desirable for the operation and development of the port of Savannah, and any site or sites therefor, is hereby authorized and empowered to incur indebtedness, bonded or otherwise to pay for same, and is authorized and empowered with the consent, advice and approval of the Mayor and aldermen of the city of Savannah to issue mortgage or mortgages andjor bond or bonds against the real estate and improvements thereon, and against such facilities, such mortgage or mortgages, andjor bond or bonds when issued shall be upon such terms and conditions and shall contain such covenants and contracts as the Savannah Port Authority for the city and port of Savannah, at the time of issuance shall determine, and such mortgage or mortgages, andfor bond or bonds and all interest thereon shall be paid out of the net receipts of said terminal, storage, handling and transportation facilities after the payment of maintenance and operating expenses. The authority granted by this section shall be a continuing authority, and the first creation or establishment of terminal, storage, handling and transportation facilities under the provisions of this section, shall not exhaust the power of said Savannah Port Authority for the city and port of Savannah. Bonds issued under this authorization shall be paid by preference out of the net receipts of the terminal, storage, handling or transportation facility acquired, andjor created therewith, after the payment of maintenance and operating expenses, and so far as such net receipts may be insufficient, then out of the entire receipts and revenues of the said municipally-owned, operated and administered port of Savannah, after the payment of maintenance and operating expenses and prior bonded obligations-provided, that each issue of bonds under authority of this section shall be subordinate to previous issues thereunder.
Section 13. Be it further ordained by the authority aforesaid, That the Savannah Port Authority for the city and port of Savannah is hereby authorized, empowered and directed and it is hereby made its duty to take charge of and administer the municipally-owned terminals at the port of Savannah; to create, construct, operate and administer new terminal, storage, handling and transportation facilities at the port of Savannah, including a public belt line railroad for the purpose of adequately serving

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publicly-owned and operated terminals, privately-owned and operated terminals, andjor industries located thereon, and the handling of all traffic and commerce at the port of Savannah, to, from and between all terminals and industries, and all common carriers, rail or water, serving the port of Savannah; to erect warehouses and other structures desirable or necessary to the commerce of the port of Savannah; to issue receipts, negotiable, or otherwise, for property or merchandise in its charge or possession; to provide mechanical facilities for the use of wharves, landings, sheds, warehouses and other structures in said publicly-owned terminals and such other and further service for and in such terminals as the Savannah Port Authority may deem desirable or necessary. The Savannah Port Authority for the city and port of Savannah is hereby authorized, empowered and directed, and it is hereby made its duty to charge and collect for the use of such terminals, and for all terminal facilities administered by them and for any and all services rendered by such terminal, terminal facilities and by the Authority, such fees, rate, tariffs, or other charges as may be established by the Authority, and to charge and collect from all ships, vessels, and boats entering the harbor and port of Savannah such harbor fees as the said Authority may establish and determine.
Section 14. Be it further ordained by the authority aforesaid, That the department of harbor and wharves and the department of traffic of the city of Savannah, are hereby transferred to and declared to be in the organization of and under the jurisdiction, management and direction of the Savannah Port Authority, except as to the appointment or selection of the harbor master, the incumbene of which office shall be appointed or elected to office as is now, or may hereafter be provided by law. The sum of fifty thousand ($50,000.00) dollars is hereby placed in the budget of the Mayor and aldermen of the city of Savannah for 1925, for the account of and expenditure by the Savannah Port Authority, which sum of fifty thousand ($50,000.00) dollars shall include all provision for the department of harbor and wharves, and the department of traffic of the city of Savannah.
Section 1'5. Be it further ordained by the authority aforesaid, That the Savannah Port Authority is hereby authorized, empowered and directed, and it is hereby made its duty, as speedily as possible to formulate and with the approval of the Mayor and aldermen of the city of Savannah by ordinance expressed, adopt a plan for the development and administration of the harbor and port of Savannah, and the traffic and commerce thereof, and to that end, is hereby authorized and empowered to employ such expert, skilled and experienced assistance and help, including engineering, traffic, commercial and legal assistance upon such terms and conditions, and for such period of time, and at such compensation as in the judgment of the Authority is desirable or necessary. The personnel of such expert, skilled and experienced help and assistance shall hold office at the pleasure of the Authority, and may be discharged by the Authority at any time with or without cause or reason.
Section 16. Be it further ordained by the authority

aforesaid, That all ordinances and parts of ordinances in conflict with this ordinance be, and the same are hereby repealed.
Section 1. Now, therefore, be it enacted by the General Assembly of Georgia, and it is hereby enacted by authority of the same, that from and after the passage of this act, the Savannah Port Authority for the harbor and port of Savannah is hereby declared to be a body corporate and politic, and as such public corporation shall have perpetual experience, with full power and authority to have and use a common seal, to sue and be sued, to incur debts, liabilities and obligations, to exercise the right of eminent domain, to purchase, acquire by gift, construct, le~se, andjor operate any terminal or transportation facility within or without the corporat~ limits of the city of Savannah, in Chatham county, Georgia; to make charges for the use thereof, and for any of such purposes to own, hold, lease, andjor operate real or personal property, and to do all acts and exercise all powers authorized by and subject to the provisions of said constitutional amendment, of said ordinance of the Mayor and aldermen of the city of Savannah, and of this act.
Section 2. Bt it further enacted by the authority aforesaid, That the authority and powers heretofore granted to the Savannah Port Authority under and by virtue of the said rodinances adopted by the Mayor and aldermen of the city of Savannah, Dec. 24, 1924, are hereby ratified and confirmed, and the Mayor and aldermen of the city of Savannah are hereby authorized and empowered to grant and delegate to the Savannah Port Authority by ordinance expressed, such further and additional lawful authority and powers as the Mayor and aldermen of the city of Savannah may deem necessary, convenient or desirable in furtherance of the development, operation and maintenance of the port and harbor of Savannah, and the Savannah Port Authority is hereby authorized and empowered to exercise and carry out all power, authority and function granted to and delegated to it, or which may hereafter be granted to it by the Mayor and aldermen of the city of Savannah.
Section 3. Bt it further enacted by_ the authority aforesaid, That the state of Georgia, county of Chatham, or the city of Savannah, now or hereafter owning and holding any property necessary, desirable or convenient for the development, operation and maintenance of the port and harbor of the city of Savannah, in Chathom county, Georgia, is hereby authorized to grant, convey and deliver such property to the Savannah Port Authority with or without compensation, and the said Savannah Port Authority is hereby authorized and empowered to accept and hold the title and possession of such property, and pay for same, when required, the fair value therefor.
Section 4. Bt it further enacted by the authority aforesaid, That that certain act entitled "An act to create a board of harbor commissioners for the city and port of Savannah," approved August 6, 1921, (Acts of the General Assembly of Georgia for 1921, page 1067), be, and the same is hereby repealed.

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House Bill No. 4611 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 other 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 powers granted by this Act; making such bonds legal investments 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 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 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 politic 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 Chairman 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 compensation for their services but shall be reimbursed for their actual expenses necessarily incurred in the performance of their duties. 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 meanings:
(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 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 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

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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 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 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; 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, mail?-tain, 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 the 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 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 ~nd 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 pro-per 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 inte~est 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, at the option of the Authority, at such price or prices and under such terms and conditions as may be fixed

131

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 sa:le 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 required for the purpose for which such bonds are issued, the surplus shall be paid into the fund hereinafter pro-

vided 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 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 me.mbers.
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 interest 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 revenue 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 be received. Either the resolution providing for the issuance of revenue

132

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, safeguard 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 purchasers 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 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 or 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 &_'justed 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 be provided in tbfl 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 excess 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

133

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 purpO'ses 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 Authority 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 be 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 securities 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 fiduciaries and all other persons whatsO'ever 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 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 issual!ce 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 cons.truction of ---------------------------- such Revenue Bonds being payable solely from the revenues of such project.
Any action or 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 the State Ports Authority"
Any action or proceeding in any court to set aside a resolution providing for the issuance of revenue bondsunder 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

134

.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

135

A FORTUNE MAP
ORTHOGRAPHIC SERIES I
C . - .. 3$'11'30"W draorn by 1UCIIARJ) EDES HARIIJSON
Supp,._tl<lf'OIITlJKEJu,...JH2 ConI!JM JIH2 TIME In<.
SCALE
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NOTE ON THE PROJECTION

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THE PORT OF SAVANNAH
ATLANTIC AREA
FII!DIItiC R. HARRIS INC. fiiW YOIIIC PLATE I

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ARCTIC OCEAN

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PLATE 2

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THE PORT OF SAVANNAH
GENERAL AGRICULTUF~AL a COMMERCIAL ARE.Il.S
FREDERIC R. HARRIS INC. NEW YCCXK

TAKEN FROM NATIONAL RESOURCES BOARD DATA

PLATE 3

G

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X

ATLANTIC COAST Ll N E
RAILROAD
,,. , , ,,,, Auto ~ oad~ - _.. __. Ai<w<>y tin~

SEABOARD
AIR LINE RAILWAY
and Connections

0
CENJRAL 01 GEORGIA RAILWAY

<\ Savannah & Atlanta Raihnr Comptny
"' CoecliH"s

FOR RAILROAD ESTEAMSHIP LINE CONNECTIONS TO SOUTH ATLANTIC PORTS SEE PLATE 4A

PLATE 4

G

TAKE.N

FRE.IGHT ASSOC."

EleetPC L.ines - - - - - - - Steam RAilroads
5t.e:&.l'1\shi.p L i n e s - - - - - -

Scale or Miles

2S

60

t~
C\ I ..I . ;I "'\ ,;: I ...O\ <I
"I I I I I
l
I I I

l!lllricultural anb Jnbue:trial ~rbtlopnunt J!Joarb of ltrorgia
THE PORT OF SAVANNAH
RAILROAD 6 STEAMSHIP LINE CONNECTIONS TO SOUTH ATLANTIC PORTS
FREDERIC R.HARRIS INC. NEW YORK
PLATE 4A

PLATE 5

,\..xP-E-I.1.=5ntlf;..l:=:::~
\__;;;;~

... ......- ,

i .'

NORFOLRKAI~::STERN
and Connections
----

(!) Sea~ Route Numbus ~ U.S. Rou~ Numbcn



"' lO ~

,.

Rgriculturllanll Jnbu.nialllrbtlopnunt jlloarll 0( 41Jror;ia
The Port of Savannah CONNECTING HIGHWAYS
FREDERIC R. HARRIS lNG. NEW YORK
PLATE 7

GULF OF ME X I CO

NOTE:

2!S

a TAKEN FROM MAP 11 NAVIGATION FLOOD

CONTROL PROJECTS"- OFFICE, CHIEF OF ENGRS.

WASHINGTON, D.C. (1940)

LEGEND
@-DEPTH IN FEET BELOW MEAN LOW WATER

SCALE IN MILES

0

50

100

agncultural anb .IInbusmal Dr\ltlopmrnt U1oarb of t')rorgiil
THE PORT OF SAVANNAH

INTRACOASTAL AND
INLAND WATERWAYS

FREDERIC R.HARRIS JN(i.

150

NEW YORK

PLATE 8

I

--VALUA"TION

1

._.:.g~~o---._,__~-- ----- TON NAG E.

I

f, I

I
I~\ II ~

I v

I

A~ ~

II ~M~

I
I

~ ~

~ ~

I

t----:li~~~-~:;.+-+f------+-----+-+----Jj4-/---f11-42Jf'r.!:it-.I:'J,___j____J___

v u j ', j
l l I -~'~ ~il
IU'

t
iI A
v'

!I I

I, ,
I

1 i\I A
t

II

-(
z ~

\ ) If\ (_, :

~-

!
I 1

\ 3 'i ,, '/\ I

...

I

' -.( ..
' ! ..,~ ,.

,~a\
i I

II.

\/ .V ' II til

L__ w
:l rL~

I I
I

I

Il I

l

I '1

~\'

/l

I 'y
I

\ I

I ,1

~ ~I

. ;
'

1 I\ !

.\./ : \vl -... l I \ I
......\ !,d
~/

'

171~0 a

~--

.-~l1

~~"~ tllfli~ a ~

~~-----1'-------+------'----L----.LOt_IS;u,lnni!J,.L.., WATER-BORNE COMMERCE

1915

l~

19"t5

1c:!)!O

19~5

a 1940 TONNAGE VALUATION

1915-1941

FREOEittc lt.HARRIS, INC. NEWYORIC

PLA'fE.

I
~.x...----;--~-L !

l
----~------~------------~---j--~---------+---------+---------~-;

1'9"2.~

1
30

'31

'32 '33 '34

'~ 'SeD

's1

'3& IC} ~~

SOURCE OF INFORMATION U.S. AFlMY ENG'RS. OFFICE
P. 0. BL'O'G. SAVANNAH, GA.

grirultaral anb JnbustriallDrbrloptnrnt jiJoarb of Clror!(ia
THE PORT OF SAVANNAH
WATER-BORNE COMMERCE TONNAGE BREAKDOWN 1929-1939
FREDERIC R.HARRIS INC. NEW YORK
PLATE 1.0

AVERAGE ANNUAL COMMERCE OF SAVANNAH, GA., 1929-1938
{QUANTITIES EXPRESSED IN SHORT TONS)
TOTAL -2,752,201
FOREIGN

IMPORTS- 468.673-17.0%
FERTILIZER MATERIALS 185,590 39.6~
.

BURLAP-9799-2.1 -,

SUGAR, RAW 127,319 272%

PETROLEUM

PRODUCTS

90,693 19 3%

11 'I

- .. _ II:EWSPRII'H -10 805 2 3%
SODIUM SULPHATE 5,044 -

_) I. I

,

.

ALL
OTHER 39,423
8.4;4

EXPORTS- 342 664-12.4%
NAVAL STORES 104,850 30.6'%

CLAY & FULLERS EARTH-10 659-3.1;4---,

COTTON 59,095
17 2%

SCRAP IRON AND STEEL
51,616 15.1%

~nOLEUI;I LUI.IBER

PRODUCTS 30,389

30,296

8.9~

8.8%

!
l

a - - IRON STEEL I.IANUFACTURES II,O.q.": 3-2%'--'

ALL OTHE" 44,717
13.1;!

~STWISE

DOMESTIC

IRON B STEEL MFRS -12 537-11%-----,

RECEIPTS-1190403-43.2,.4.,

CANNED GOODS-18.200-1-5%SUGAR-56572-4.7";i-,

FLOUR-II 722 -1.0Z

PETROLEUI.I PRODUCTS 818,106 68.7%

! I

ALL OTHER 180,782 15.2%

FRUIT 8 VEC:ETABLES-33,170- 2.8;4_...J
PAPER B PAPER I.IFRS.-24,650-2 1% FERTILIZER MATERIIIL -.18,695-1.6%-

SULPHUR-15,969-1.3~

COASTWISE SHIPMENTS- 494 098 -18.0~

r-COTTONSEED OIL-1618ti__-3 3% r-SUGAR-15579-3.2% . ., r-PEANUT'S -12 412-2.5.4

LUMBER, TIMBER
AND CROSST IES 108,530
22.0%

COAL 64,134
13.0%

iB t NAVAL
S4T3O,R7 IEBS

COTTON IRON, COTTON STEEL
GOODS a MFRS
41,522 28,814

8.8%

8.4% 59':1:

ALL OTHER 122,846 2"1.8%

PETROLEUM PRODUCTS-18,417-3.7%--' PAPER 6 PAPER MFRS.-11,340-2 3%--
CLAY a. FULLERS EARTH-10,600-Z l:t-

INTERNAL RECEIPTS- 82,271-3.0%

LOGS 28,62"5 34.8%

PULPWOOD 23,649 28.7%

SUGAR- I 197- 1.5 '1.-

SAND 13,2"16
16.1%

OYSTER
SHELL 9,553 11.6:E

1 ALL
i plHER
f "1,056 4.9_%

- - SEA FOOD 1,945 2 4;4 _)

INTERNAL SHIPMENTS-29 496- 1.1%
PETROLEUM PRODUCTS ... ,292 48.5~
- L OCAL 144 596 S 3%
PETROLEUM PRODUCTS 68,457 <47.3;4

EMPTY CANS-500-1.7%-

GftOCERIES-2169-74 -,

r-1(.(-4;23-1.4%

SUGAR 7,183

~

il

ALt. OTHER 4,189

24.3%

14.2.%

- - - a LU...BER 8 TIMBER- 390- 1.3:'t---'
IRON STEEL MFRS. 350 1.2%

COTtON 33,474
23.2%

NAVAL STORES 27,450
19.0%

SAND
t 10,434
7.2%

ALL 0 THER-4 781-3.3 :---1

PLATE 11

TURPENTINE
100
0 COAL
100

LUMBER
-
LOGS

PAVING BLOCl<S
a IRON STEEL MFG.

0

COTTON SEEDMEALaCAKE

1--

a::

0 :X:

200

~

(/)
z

0 1--

g 100

0

CLAY a FULLERS EARTH

0 300

ROSIN

BUNKER OIL

MIXED CARGO

I--

cc:

0

-H-

-'-

(/)

1-+-f--l- rt-.
j_ , I ~

(/)
z
0

,-r-:~

1--

0

_,

0 0

j

I 11 '

t---t--H-t-rH--f----i-t-t-r-t-' -J.Jt.-t-+t-t-H
IF. -rt-i-HH

IRON,STEEL 8 SCRAP

200
100
0
COTTON &LINTERS

l!ig;rirultural anb llnbu"rial J)rbrlopmtnl jlloarb of ~rorgia
THE PORT OF SAVANNAH
EXPORTS
1924-1938
FREDERIC R. HARRIS, INC. NEW YORK

PLATE 12

1920 100

1930

1940 1920

1930

1940 1920

'1930

1940

0 PYRITES
100

SODIUM SULPHATE

POTASH SALTS

0 PAPER
100

NITROGENEOUS MATERIALS

MANURE SALTS

0

100 i=
0::: 0 :I: ~

z(.()
0

0

~

0 0
Q 100

KAINIT BURLAP

CREOSOTE OIL AMMOMIUM SULPHATE

CALCIUM COMPOUNDS

......
10::: 0 X
!e

z(/)

0

MIXED CARGO

t-

o

0g.

0 MISC. FERTILIZER MATERIAL
300

FERTILIZER

MURIATIC OF POTASH

200

. .100

100
0 SUGAR

PETROLEUM$ PRODUCTS
g;ritultKral anb Jnbustrialllltbrlopmtnt llloar~ of flltorg;i~

0
NITRATE OF SODA
THE PORT OF SAVANNAH
IMPORTS
1924-1938
FREDERIC R. HARRIS. INC. NEW YORK
PLAT! IS

1oo1B921011119~~~~~1~940 1912101111193101.111'9140 1920 1930 1940

0--

ROSIN

TURPENTINE

COTTON GOODS

0 - - 100m1m1111m a COTTON LINTERS

OOTTON SEED MEAL

COTTON SEED OIL- RAW

0--

-I-

COTTON SEED PRODUCTS

0:::

0

....:I:
(/)

gz(/)
FUEL, GAS a BUNKER OIL
0 0
Q IOQ~~~~~~

CROSS TIES PEANUTS

a IRON, PIG SCRAP

z(/)

0

1-

SUGAR

0

0

0

PAPER S PAPER MFG.
200--
100-

MIXED CARGO

COAL-BUNKER

ol::ttj:::t:tt:tttttt!::ttttttl
GENERAL MERCHANDISE

CLAYS FUll.ERS EARTH

t.a\
~
!!lgrirultural anb Jnbultrial Jltbtlopmrnt jlloarb of erorgia

a LUMBER PRODUCTS
THE PORT OF SAVANNAH
1924-1938 COASTWISE SHIPMENTS
FREDERIC R.HARRIS INC. NEW YORK PLATE 14

1920

1930

1940 1920

1930

1940 1920

1930

1940

100 .

mr:::1=1=1P+J+l::tmm+=~

r+mmmr++lp::J:1rn:t

~~~~~~~

0 CANNED GOODS
1oo mmmrnmmm
0FLOUR

SULFUR RICE

a SOAP SOAP POWDER
SUGAR

a O FRUITS VEG.ETABLES

GROCERIES

a PAPER PAPER MFG.

~ 100 EmffiHEEEEffiEEE

.~-e.n-.

0 t!tttltNltmtE

KEROSENE

LUBRICATING OL& GREASE

0

0

0 10011111111

ot::tijt:ttfi:Ht:t!IEI::ti
IRON a STEEL MFG.

FERTILIZER

900 1111911400

600 O GENERAL MERCHANDISE

MIXED CARGO
-100
FERTILIZER MATERIAL

0 GASOLINE

l!lllrindtaral anb Jnllustrial Jilt11cl8pmtllt Jlloa" oi4Drorgia
THE PORT OF SAVANNAH
COASTWISE RECEIPTS
1924-1938
FREDERIC R.HARRIS INC. NEW YORK
PLATE II

- - - - _../'--

---.

~~-~~~~-------

' ' \' - - -

ANDERSON

eACWORTH

. . . .A T L A N T A

J I

\ ~cOONOUGH

S 0 .U T H AROLINA

Nf.rN< eli!IFFIN
Ec... ..... ~

R WA'E'ES&Oro

HAMPTON

FORT VALLE: OLUM8US

ON ARDDfBLIN

MILRLOEC.KfS~YlV0A""'

e CHARLESTOI'

CHRAN

FORD DOVER

IIAWKINSVIl

~MPIRE

ICHLANO

EASTM i \

e

AMERICUS AN/

:VIDALIA
e 0
COLLINS

4

~

ANNAH '

1 l ~'(" .,CUTHBERT

FITlGERAlO oHAZLEHUI!ST

FT.GAINES

l!~OSI!..:.a~Jy SUP

V

< B ~AlMA ~ AL'b..NY ARLINGtON

DOUGLASNICHOL~S

oEV ETT

0

WILlACOOCHEE

'J

::"\ . ADEL

NA~UHTA ~RUNSWICK

S

( .~

ADUPOHTFOLKS'ffik

(.)

BAIN~>~~~~o~, i::: RIVERJ{;.MONTiCULO;...~....M..u.~_T ISAG Oh~oe-sJ-rAAS~-~

f'.Kn:sLANo
,I JERNANDINA

~

"= F L

GREENVILLF

0

R

. 'J

I

0 .

KS0
A \ NVILLE

~

..1 -

"=

LOCAL TERRITORY TRIBUTARY TO

SAVANNAH AND j3RUNSWICK,GA.

DETERMINE!> FROM DOMESTIC CLAS 5 RATES,

FIRST CLASS ONL"'

(q(ql

/_j

,"' .

/~/

s~" ' i!

. - / ~.:'

c <J

___ j__

\ eouc..t<AMAVGA

N 0 RTH
c AROLINA
__ _ ......_

\RIVER
I
\
.(\

0 UTH ROLIN A
STA

F ALTAMAHA 8 RIVER

N 0 RTH

/

_j

c AROL.INA

I
- 7 ~;;;z;A;._...AJ.V..G;_-- -

..,/'--------.
'\.

,1

( e'NALH LA

..._.._.

Tocco: ''-.. "'"
MT.AII!V' e

-INESVII.LE\

ELBli!TOH\

0 UTH

eACWORTH



' ~

"b ~
c"\:"'...,R

O.L

N A

ATLANTA

liMCOL.J'OM"'

~ ~

M.4cOONOUGH

')AUG A
\

F L
EQUIDISTANT (AIR LINE) LINES BETWEEN GEORGIA 8 A-DJACENT PORTS

~FAOM Hotc.e..
.,(q(q

IG>CO, 110 "ll&
.5\~, .SIG., 111

~""''

_./

~

l.l) Clii.TTANo

.. , e(HtC.KAMAVGA ( TOCCOA

N 0 RTH
c AROLINA
_. .......---------. "\..__ .
lHALLA

lo!T.AII!V'.

e(OAIN5\IIllE \

ELBVITOH\

eACW\lRTH

\

s 0 UTH


~ \ll[ww1o,

AHTA

'CAROLINA LtHCOLM:O~ \~AIKEN

cOONDUGH

UGUSTA

GitiFFIH

"

ll>AR>IWE.LL

<{

c.

\
E 0

c. WAYNESBOro

'

R

A \

liAMPTON

L... Gf'\....<GE. ,.MACON

MILLE.fSYll....... ~HARL[STO"

Ill

FORT VALLE~ 'li"!:..AROOUBLIN ROCK~ e 0 ~

{-"-

0LUM8U::O

j;oc:tiR!N

FORD DOVER'\

~

<
.J

eEM,RE

~ICHL.A:~WKINSI/1\,.lEe e '"'tVIOALIA

EASTh(AH



'AMERICUS..<r

' COLLINS

CUTHBERT

FITZ(>ERALD ,t.ZL[HURST

r~ 8 AUF"OR ~ANNAH ~~ ~ f

I A.Jr.4B~O ...~ IBAXL~Y

( J

I <{

e A.Rl.ING1'0N

e

tJ(SUP

'OUGLAS e AlMA
NICHOLLS

'

'7

EVRETT

0 J

COLQ"'TT

WILL .. COOCHEE

..,..

-.

""-..

AOEL

NA~UHTA ~RU"''SWICK

BAIN-e\RICGE1.

t

C

AIR

O

~OLK OUPS OH". T T I=' O~ ~

(J

.I "' OivERJCSM-.lO!::!N.OTt.I4C- A[.LS- LVOII.,.tLt.~ .IM~M IAJOIA TTsa. VOAHL-DIO- JAS~STPA~. """\

~-"'ING$U~NO

~

~ ---_

.....,

I

~FEf:1.'1A.NOIHA

'<..

P.t 6R((NVILLE. -

; 'J

"'t

F L

0

R

KSOINILLE --1

D .!.....A\

"-

'\

TRIBUTA~Y AREA

DOMESTIC FIRST CLASS RATES

PLATE 16

NOTE: THIS NAP SHOULD BE USED ONL )' IN CONJUCTON WITH TEXT.

~grlcultural anb Jlnbu~trial Z9tl.ltlopmtnt ~oarb of ~torgin

TRIBUTARY AND COMPETITIVE AREAS Of PORT GROUPS
EASTERN UNITED STATES
FREDERIC R. HARRIS INC. NEW

~

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 TEXAS
PORTS.
(ElTERRITORY COMPETITIV.E AMONG SOUTH ATLANTIC AND FLORIDA
~S~~sPg~T1H6No~~E Hg~~t~D
(F)TERRITORY COMPETITIVE AMONG
i3~FT~t~~~~~~~'tR~~~JJo ~~~

(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 HAMPTON 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 ATLANTIC PORTS AN('

THE GULF PORTS.

'

PLATE 17

u r

J!

' ...

..j
"'-J!~iB.{;" JJF,v~.'

; :. o~'

::

t ' _,~ :.-: j;.

.. ~/ : ~~

~~....:....-

! ff
l-.: (f

t i

~:Ml "J!'.r.~ t. ::,o11\ ~ ' o 'J!':.ot()or,-, p!l&.."''ll1: c~, n :~ ~~:-. o:- n<: ~~ ':t-. t ' ' r. 'f.y. r:oos
'tli.Jt r. : ~ ~:.~:.:~ :,...,,. ':~! J t o ".11111Pt:r., !' l t . , .:.. :-. : a : : 1 r : ~.-.. ~ tDC.l:--! f l"':' a 1...-p
t :~ n t;, w ;.::o: :"111~ r : .

~ tnc: .. !~q ~o :\. ' -:. t. ~ 1 ~1~"1. L".d u~ :Jt
~:-ou? z- . . ....~!"; ,r ":-: Ji' ~ :- " L:".1 ~ ,r 'i :-lJi' :" r.J. : :-. M :-.,:- t}". , r :r at.,..,t
lt.e ~:~nd~ ' -1 !'f"(,=r. 1'!.:1-'"- I:a..-..1 to OIU)Ort.t , P:a .

-..1 ~- : :. ::~~-... . :: !: JL 171l':".' c !' o:-oop 2""&
::.to ..::. . :-!~. .- ~ a to!:-! ~-! 1~ IJ.t.en4
1:-4 r:- , = !-:,. . ..... , t, s:-. ~:,t-., r: .

, r ~ ::-. :: ~t:-4 . :: )0!:-. ~ :J":. ~

~r~i' H

,:'),! o:-. ."11! :-.::-<: ... :!' tt :- tte:; t !.~ aatall4

~~ h :-:. ; r : t ~) 111::~. .;:-;. e , r..a.

~ .. ::-.c: , !!..z a:: :.o : -:~ 1 ~oG.tt'. '.l t ~zooo : ' 28l
a :-.: .. ._._j :-.: :-:~. ;.t a t ': :- 1!~.: 1~:-A ~ad r : a . ~~ ~:- . =. !::!~-~;:: ~ o IP.". ~:4 ;~'!1 ,

~ :::. ::; !~:-<: .:~ ~~:.-: 1 :o..; . ~ :J.t Croo.l>' o'?

.! :.. a:1 :-.: :-:~. =~ ~=-~~~ :La ~adl r

t' ::- ; :::. ~~1::-..r~!:.

?:~=-~. r : .

~- - ::. ::~j!~.g . :: -;~. ': . ;"". ,~ ~;-"""' 2'9.1. L", ! : ., 1 ~..! : .. :-:. ; !' . ~t, : 1 :--Ji - I t ltl"'.1ct:'!
; !::..t u ::o :-J!! '-6 ~~-""-6:. :. .:- ,..!:-., P:.

PLATE 18

ARGYLE ISLAND
SAVANNAH RIVER
KINGS ISLAND TO PORT WENTWORTH

SOUTH

CAROL I NA

R I V/l'

S LA

M3 LOCATION ~AP S,C it,LL Of ~

PROPOSED
TERMINAL

LEGEND

~ COTTO N WAREHOUSES

f:B:l CUSTOM HOUSE ~~~rtNL f~28~ TERMINALS-

ltl NAVAL STORES IIJ f ERTILIZER P L AN T S

g~~!'t~l ~t'l~Ullrlt>~~'AtTRADE
TERMINALS OF INLANO CARRIERS 8uLK F'REICHT - MISCELLANEOUS AllNKI'"R OIL

[] SAND
STORAGE WAREHOUSE S
0 1L HA NDLING PL A "' TS
LUMBER HANDLI"'G
-~ BUNKER COAL

~ MAR IN( R AI L WA'r S
C:< MAR I NE RE PAIR PL AN T !.
(!I; COT TON COM P ~E SSES :;;.;: RAI LWA Y PA SSE"'G[ Fl ST"AT ' O" ~ ,~'_ f[IUIY- PASSEN GER

a: a:
ILl
2
....J
!:;
ILl CD
a
ILl
(/)
~
0
If

LIST OF PIERS, WHARVE$ AND DOCKS
REF. NO. ON MAP NAME OF FACILITY
I STANDARD OIL CO. WHARF 2 PURE OIL CO. WHARF 3 ALANTIC COAST LINE R.R. WHARF 4 ALANTIC COAST LINE R.R. WHARF
5 ALANTIC COAST LINE R.R. WHARF 6 ALANTIC COAST LINE R.R. WHARF T UNITED HYDRAULIC COTTON PRESS CO. WHARF 8 U.S. ENGINEER YARD DOCK
a 9 SAVANNAH MACHINE F()UNDRY CO. WHARF
10 ROURKE'S WHARF II ROURKE'S WHARF 12 PUBLIC DOCK 13 TOWBOAT WHARF 14 SEABOARD AIR LINE RY. PIER NO. 2
I 5 J. W. FITZGERALD DOCK 16 PUBLIC DOCK 17 BEAUFORT 6 SAVANNAH LINE WHARF 18 SEABOARD AIR LINE RY. NO. 3 19 MUNICIPAL DOCK 20 SEABOARD AIR LINE RY. PIER NO. 4 21 FERRY LANDING, SEABOARD AIR LINE RY. 22 U.S. ENGINEER WHARF 23 HADDON WHARF 24 LEON GRIFFIN COAL CO. WHARF 25 ~H.BRASSELL WHARF 26 MARKET DOCK
a 27 LOWDEN WHARF
28 SAVANNAH ELECTRIC POWER CO. WHARF 29 GULF OIL CORPORATION WHARF 30 PUBLIC DOCK
a 31 SAVANNAH ELECTRIC POWER CO. DOCK a 32 SAVANNAH LIGHTERAGE TRANSFER CO. WHARF a 33 SAVANNAH ELECTRIC POWER CO. WHARF a 34 MERCHANTS MINERS WHARF
35 OCEAN STEAMSHIP CO. WHARF 36 OCEAN STEAMSHIP CO. WHARF 37 CENTRAL OF GEORGIA RY. WHARF 38 CENTRAL OF GEORGIA RY. WHARF 39 CENTRAL OF GEORGIA RY. FERTILIZER WHARF 40 COLONIAL OIL CO. WHARF 41 VIRGINIA- CAROLINA CHEMICAL CO. WHARF 42 PIERPONT'S WHARF
43 UNION BAG 8 PAPER CORPORATION WHARF 44 MEXICAN PETROLEUM CORPORATION OF GEORGIA WHARF 45 NATIONAL GYPSUM CO. WHARF 46 ARMY SERVICE FORCES DEPOT 4 7 SUGAR REFINERY WHARF
48 ATLANTIC CREOSOTING CO. WHARF
49 SAVANNAH RIVER LUMBER CORPORATION WHARF
a 50 SOUTHEASTERN SHIPBUILDING CO. SHIPYARD F'ITTING OUT DOCK a 51 SAVANNAH MACHINE FOUNDRY CO. WHARF

NOTe. : TAlC. I!. ).1 ~!'tOM MAP\~ PORT !>EIUES NO.lO
(R.EYI:;E.p 1~40) FOR THI!!. PORTS. 01" SAVAN N,a..H ._~D &RUI:J~WlCK GA., PREI'."Ato:..EP &'l' THe. l!loOAI'tD Of E."G.RS FOR.. RI'IEM ANO HARe>OR.S- WA.ff.. PEPAl'-TMENT
ANO UNITED :>TAIE.S MARITIME. COMMlS~lO)..\.

J gncul!u r.11.1 nb linOu stn.ll Dr\Jrlopmrnl ttlo.1rb of 411\rorgl.l
THE PORT OF SAVANNAH

1200

SCALE IN FEE"l'

0

1200

2400

PORT FACILITIES
FREDERIC R. HARRIS INC. NEW YORK

PLATE19

SOUTH CAROLINA

WATER FRONT PROPERTY

OS!

1 PORT OF SAVAJIIIAII AUTRMITY

7000 UID!.'/lLOP!D

2 STAIIDAIID OIL CO.

6oo OIL T!RIIIIIAL

3 PUR! OIL CO.

750 OIL T!RIIIRAL

4 CITY OF SAVAIIIIAII (S01mi!ASTEM SHIP! 1G,CORP. )1500 SIIIPYARD

5 ATLAIITIC COAST LIIIE RY. 6 IIJ':IICRAIITS & III1IF.R5 TIWISPORTATYON CO,

9800 IIAVAL STOI!!'.S TERI!IIAL 1150 ST!AIISHIP T!RIIIIIAL

7 C!II'I'RAL OF GmRliA RY.

1000 OLD T!RIIIRAL !lOT tJS!D

" C!IITIIAL OF GmRGIA RY.
9 COLOIIIAL OIL CO.

3150 STEIJISHIP T!RIIIIIAL 500 OIL TERI!IIAL

10 !ST. OF BP SDRT (LEASED TO SAVI<PDRY CO.) 1000 SHIPYARD

11 S01II'IIERII COTTO!! OIL CO.

700 FACTORY SIT! & 1I'IIAn

12 VIRGIIIIA-cAFOLIIIA CRm!CAL CO.

650 FACTORY SIT! & li!IARP

13 AIIEPICAII C~ll CO.

350 FACTORY SIT! & I!IIJJ!F

14 PI!!IPOIIT lll'll. CO.

1000 FACTORY SIT!

15 011!011 BAG & PAPEJ! CORP.

250Qo PAP!R ILL & TERMINAL

16 M!XICAII l'ETROLI:lll CORP. OF GA.

1000 R!FIRER! T!RIIIIIAL

17 CERTAIIIT!!D PRODUCTS CORP.

700 FACTOIIY SIT!

18 IIEXICAII PETRGLEUII CORP.

900 OIL T!RIIIIAL

19 IIATIOIIIL GYPS1lll CO.

700 FACTORY SIT! & 1I'IIAn

20 DIXIE ASPRALT PRODUCTS CO. 21 SAVAJIIIAH ARin S!HVIC! l'ORC!S DEPOT

350 FACTOIIY SIT! & 1lliARl'
4300 u.s. ARin DIPO'r

22 lii!I~EI!ALL PLAIITATYOI

4000 UIIDI!'flLOPED

23 R. HOPIUIIS

1000 UIIDI!'flLOPED

24 SAOSSY !TAL

941! UIIDI!'flLOPED

25 SAVAII!IAH "llGAR REI'IIII1IG CORP.

952 SIJGAR T!RIIIIIAL

26 ATLAIInC CII!XlSOTI!Il CO.

1000 CR!I:lSOT! PROD. T!IIIUAL

?I PORT 'II!IITI!ORTH CORP

3500 UID!.'/lLOP!D

28 SAVAIIIIAH FIV!R L1liiBJI1! CO.

1100 SAl!I!ILL & RIV!R T!RIIIIIAL

29 ATLAIITIC PAP!R & PUr.P CO. 30 SAVA!IIIAH & ATLA!ITA RY.

650 .150

OLD l!!!ARP UIIDI!'fELOPED

1JS!D

31 PT. l'EIITWORTH CORP. I!AC!VOY mfll'II'G. CORP. 3200, SHIPYARD

32 U.S. BIOLOGICAL SURV!I
33 u.s. BIOLOGICAL SURV!I

lf!LD LII"E Rl!l'txl! 'IIILD LIFE lm'IJGE

34 CITY OF SAVAIIRAH

UIIDEVELOPED

35 .TAnS A. RGlln!

UNDEVELOPED

36 UIIIOR BAG & P AP!R CORP.

4700 UNDEVELOPED

'J7 UIIIOII BAG & PAP!R CORP.

3700 UNDEVELOPED

31! SI!:AI!OARD AIR LIN~ RY. CO.

7200 STEAIISHIP TERIII!IALS

39 F>'T. OF H. P. SIIART

2600 UNDEVELOPED

40 GUL!' OIL CORP.

500 OIL T!RIIIIIAL

41 SOUTHI'IUI P'FIITILI7!R & Clll!JIICAL CO.

300 FACTOR! SIT!

42 11. S. !'IIGIRF!R D!PT.

500 SHOPS

43 44

- CftY OIIfII-LAIIIKI.IAIIIIILL!R

32010000

UIIDEVELOPED 1111DI!'flLOP!D

SCALE IN loiiLES

.z!.

0

~gricuttural mtb 1Jnbustnal1::lrbtlopmrnt ;Boarb of 4iJrorgin
THE PORT OF SAVANNAH
WATER FRONT PROPERTY

z

FRmERie lt.HARRIS INe NEW YORK

PLATE 20

NOTE : TAKEN FROM MAP-
INDUSTRIAL LOCATIONS, SAVANNAH GA. ISSUED BY THE. INDUSTRIAL COMMITTEE OF SAVANNAH INC.. SAVANNAH, GA., 1944

SAVANNAH RIVER
Fl014 SAV.t.HNAH RIVER. HIGHWAY BRrDGE TO THE
,RET

ELBA ISLAND
ALTERNATE PROPOSED BELT LINE
RAILWAY
PROPOSED BELT LINE RAILWAY

T-'ISU: OF LOCATION8

..II

LOCATION OF INDUSTJIIAL

Aleiaad~r BrM. ~~

Ovendla

SITES

Cbemleal Co. t"l Amerleaa C:::a11. Co.

~ert.lllaeN
c....

II Atlaatie CHCMOtl.. Co. Creoeotl. .

61 AtlaaUe Boofta ad
SspDIJ' Co. 41 Ballard aad Ballard sa Blot~ Belt F~rtlllael' Co. 28 BnuUe7 PI7wood Co.

RoofiDC
Ftoar a t"eed.
JiertiUsen
l"bwood

J07 BrlahtBrook Lumber
Co. IT Butler. loha 0. Co. 11 CemeDt ~odsde Cct.

Lumber MUiwork C.'oaerete

15 Certatatlld Pl'odach

Corp. 75 C.P.C. Venetlaa Btt.d
~u... co.
81 Chatham Ft~rtUber Co. 28 Chath1nn Chemic-al Co.
U l'uloala1 Oil Co. t <:>t'loae Felice Co. ll Dls.h1 AephaU Co.
65 Dble Portlaad Flear
l\Ul111 63 Dowllnl' Foa.D4'7 Co. 85 Eaet Coaat Palat Co. 11 Fournier Canalq Co.
1OB Grorcta Iu Co. 81 ('Jeorl(la Mattr... Co.
11 (eor~rla 1\olllln Prodaet.

l "enetlaa blind Fertlllaen Ff'rtlllaera PPtroleum produ.-ta Fen eM Rooftq
Floor Foundry worli Pulat:
C'aDD~ fnlt.
Mattr~ee

Co.

108 Gror'8'1a TID Plate 1:
~tftal Co. 80 Hurrry t.umb~r Co.

~hf'et m~ tal work Lumhf'l'

83 Uulr 011 Corp, JOt Hendrl:l: Matti'~ Co.

Pf"troleam prodo('t !Kattr81Jus

IS H~r"UlM Powdtor Cu.

Roaln ~tl&e

t1 Ht~th~trnlth Lumber Uo. Lumber

92 llllnol111 Unn~er Co.

Coat baDen

Mill Co. 4 8a,an.aah Rher
Lamber Co.
8 Ra"anaah 8up1' Reftnl Corp.
84 fola\'tJnnlilh 'Vaalt Co. U Fleott Coe.eretf' Pipe Ce. 115 !oiloathPa..tel"'l 8hlp
bolldlna Corp. SO ~outhera Cotton Oll Co. IH ~uthua Dnlr11f0!1 'l'S ~uthN"D Ft>rtllluor
.t Cht'"miC"rtl ('o,
17 ~atberD Oraamf'ntal )ron ~ 'Wire \l'ork
'4 !Wiulhf"ra RtatN lroa RonftnS" ('o.
J lS Mouthf'l'n Statf'" PhrMiph . &> Fert. C'o.
Sl ~uthport Paint {'o.
1 Ul Sbtndarrl 011 Co.

Lumber Mqar Cnn<'rf'tf" 'rRUitl f"4'1ae~ff' piJ"' Mhlp8 'V~r~table olh Dairy produrh
Iron a wlre
1-"f'rtiJizff'IJ l"RintA Pf'tl"rrlf"Uftl productw

S;"' toltf"P1 PN'IdG"h Co. 7! ~wUt II C'o. ~0 1Jalon Rk &: P111,u
Corp. of Ga. 81 l'oltf'd nroom co. 9 t T. !iii. Arm) !iiotor\' IC"e
ForM"" Df"pot 29 '' lr~rlniR N C'Ilrollna
C'hPmlffll C41.
C.O \ ' Jo:lt"S,tF:"ST A~O ~Ul' ~J( ' JP . \1
M Arm AtrOnllf Jualor (' o1lf'~f' N:( ('hatham C"ounty (.'ourt llon~e ~7 C'lt,, H11ll 7R f'udom H41UI'f' 76 .\lunlrlpnl ~\udltorlnm I 16 'lunl('lpHI !iiitJtdhnn IU \runlcIJ)ltl Swlmn~lnK Pool '29 Pu"t Offl('t111 "'u'l'annHh Hl~rh ~('hnol 84 ~mnna h Jun ior High S!hool

10 Jndtopt>ndea.t Na'fal

fo'torf'l.. C'o.
22 Jntrrnatlon&l v~..etable
011 t'o. '2 .Judkln& J.umbflr Co. JlU l .f'rlo PHtf"nt C.uv Co.

,._..,.tublf'O o il Lumbrr NaTal fltor 811ppllf'S

J 12 .\tlnntl(' Cmu1t Llnf! R~tilrOKd Cn.

.a8 l.lmlr Air Prodof"h Co. 0XJI'eD

n J.udlow :\U~:. t ~aiM
l'O.

na...lll

R8 :MIII'(Ionl, t... P. &: Co. C'ADDf'NI

Ra'n 119 Maaclonl, L , P. ~ Co, C'anae......,__plaat :u1 llr-ntr a: t.'o.

103 Atht.ntlr ( 'nu"t T.lnt' Railr(td Co.
JOU .-\tlantiC' Con"t Lin.. Rullron41 (.'n ,
4.i Atl11ntlc Coa~tt Lloe
Htdlroud ('o.

t'rrlgh t Mn, &: t e ttm trll('k~
orrlt

16 )IU\('an Petrohum ('nrp. l)t Oa.
9ft Moclern Ealnf'erlnl' Co. filA Morf'hou&e ~lfl'. Co. 18 Moo1'e ('n. Thr t5 :Vutual }~lllrther Co.

....retrol~um retlnln
W~tldlaa apparatu
~
Rarrel
t'rrlllb~n

11 ( ' t>ntral of G.-orclu

KHI1WRJ' ('o.

ti7 ( ' toni rnl of Gf'nt&'lll

Rullway ("n .

or 'Jtl ('~>ntrn l

fif'orgla

Uullwtt)' ('u.

}' rl'lght Sta. & t t>w.m t r a r k ~ firn t"r:tl nrtirf'~

84 )lutual Mt~~r. Co. 49 S~thviiJf' Rollrr Mill 1t XBtlnn11l flypeum Co. 4% 'Satlonttl Ro&ln Oil 4:
~b,. ( ' n ,
21 Otwr, G. & Son Co.

C'aRkf'tlll Flnul' G>-pum proda.-ts
sn,at ator t'trtlllaen

iO ('f"ntral ot G~r~tia
KHIIWA)' Co.
ii'! Cf'ntrnl ot C.f"orch'
ftl11lway Cn. .. ~ "('l'lh rtnlfll t' :\Unf'rs

1'11.!-llo ngt>r Stillion Jo'rt. .t: l' rt!oitof"nl{t"r Tf!'r ' n11 l s

S f'11f'lftl' f'nn I IIRDCI"r

iH Ot'f'AI'I S.ftRm!ihlp Cn.

'If<" Co .

("oat haDI''f'lll

Jrt'l Pf'nn \\"allf'r J.umbfor Co. J. umbr

ut s,...,annah 6U O.:t~'\llODIIh &.: ,\tlllnl !l

}' rt. No I' ll'"f'D&t."r T r1 oinal s

24 Ill.& 111
MO
40

l' lt rpnnt Mf.-. Co. Polnr Ht~tr (('f' Co. l'urf' Oil ('o . QUAlity Pr'OilU('b ('n.
Rttthborn~. Hair &:

( 'noJH!t8CP leo PPtroleum prodof'tlt
~yrop

llaIIWA)' ( 'o,

,',(1 "rlthunnl .'\lr T. ln'"

Jlnll"''":'-'

'" ' "'"'abn~~ord
Rttllwa~

J.lOf'

l ' rf"lght "' Rt lon

Hlrt~r,.way Co. 23 Rrlian ('f' Futllh: oE" r ( 'o.

( ' mtf'l ltf'rtllhere

..,rttbnnnl AI Llnf' Rullway

"'f't, hnnrrl .\ir LIDf' Rulh\a ,.

no Hf'y nohl.. Ma.nt~7
J.omber Ce.
00 R ourke'& lroa Work 8ti !4aTaDnah B~nDf'
Candy Co. 8."1 Stt1'anaah Eluttl(' and
Powe r Co. 9!\ ~a"rannah Gu Ce. 09 SoTtnnah lroa liz
U'l r f' Worb 6'7 ~'l"ana.ah M~hln e k
Jl'oundry Corp.
32 !4a,aanah MaC'hlnl'l &

19 :-->f'n hm rd .\ir Lint-

Lumhpr Foundry

H!lilwl\ ,\'
r, t nu "' Trnnlnt\1 w; Sou . Jhl1 Tt la~ hunt

Candy
' F.lf"f't rl(' powe r
Gas tuel
Iron product.

A Trlra:-r:tph r'n.
a . l nl nn l"a..,..Pn~:tf'r !'o<lllth1n ( ~ ..\ . 1. , H ""nu. R rl

.\ .(".f k

~OTF:

Stulhr-rn R .' tntr r.. ~a\annnh cr th , trn4k,. u r ttt P .\fl;tntl' f 't o:tt J.ln P RR. a ~ I hit-. IH' u ..f' of Jlnriinn-. 11f ( f'nlr:tl 1\ f r..-nrJfill ft ,. tr t.: h f ,\II Til" n nd ttrmin:tl flll 'il lt i .... .

Foundr) & nU\('hln(' l'hu p~ :;I ~;~;, ~;~:~::~~~ ~-:;;~ntor1

Fnundry r o rp., fi'hlp-

bolldln Dhhloo

Sh l~

~000

SCALE IN FEET

0

2000 4000

l!lgrirultura! anb llnbuutria! l!arbr!opmrnt fjoarb
of ~torgia
THE PORT OF SAVANNAH

TERMINAL SITES

6000

FREDERIC R. HARRIS INC. NEW YORK

PLATE 21

EL.-28 .0

SAVANNAH RIVER

PAVED AREA

TRANSIT SHED

/ /
WAREHOUSE

BULKHEAD RAILROAD TRACKS
TRANSIT SHED

=======I

I - _---------=--------==- - - - - = = PAVED - - ,

I QUICK FREEZE

I

AND

SITE OF FUTURE

I

I I COLD STORAGE

WAREHOUSE

I

_I _ _ __j _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _l

RAILROAD TRACKS

STORAGE YARD PAVED

PAVED ROADWAY

ROADWAY

TRANSIT SHED

WAREHOUSE

ROADWAY

SITE OF FUTURE BUILDING OR
STORAGE YARD

TRANSIT SHED

PLAN

SCALE IN FEET

0 !50 100

200

SECTION A-A

SCALE IN FEET

0 10 20 30

60

STORAGE YARD

~gricultural anb 31nbustnal l:lrlltlopmtnt )'~oJrb
Of ~tOT!Iiil THE PORT OF SAVANNAH
PROPOSED TERMINAL
FREDERIC R. HARRIS, INC. NEW YORK PLATE 22

llfkultural anb Jnbu.Uial mtbtlopmtnt Jlloarb of 4115torgia

THE PORT OF SAVANNAH
PROPOSED TERMINAL PERSPECTIVE VIEW
FREDERIC R.HARRIS INC. NEW YORK
PLATE 23

vf---

I
-
-

-

I-

V~'--v

(~ U S. ARMY ENGINEERS' ESTIMATE OF

\.

TOTAL TONNAGE

-
-
-

f-

-

i
I
I
I
I
I
i

1--
3
~~ !'---..

/

~~~~v~V~v~I ---- TOTAL TRAFFIC

v

~

1a:- 2 "---
0

\ '.\

VI\ /~', /,I' \\. I /' ..,./

I

<f)
~
<f)
g z

-

v/ \ \

\ ~

~

/
I

t

\\.f,
I I \\

-..._f.-- \

I \ \/ /

l.J...

0
(f)

I\ I

I \

.- ......

/ /

\

/

\ \

,_., /

\ \

,--- /

"
---

\ \//

,/-"" \ i . -r- _....

v - TOTAL TRAFFIC LESS
PETROLEUM 8 PETROLEUM PRODUCTS
-- ( :'I\
\ "'
- / ' ,

I
ARMY ENGINEERS' ESTIMATE OF TOTAL TONNAGE L ESS PETROL E UM AND PETROLEUM PRODUCTS
---

-
-
-
-
-
-
-
-
-
--

z

g

I

_j _I

I
i

~

I

\ '

/
I

\ I

'I

I

\f./ I

TOTAL TRAFFIC O F _ _ / SELECTE D COMMODITIES

--
-
-

i

I

-

I

-
-

:

I

I
I

1925

1935

1945

19 5

1965

1975

19 8 5

I

!
SELECTED COMMODITIES

TOBACCO

COTTONSEED PRODUCTS

NAVAL STORES

PAPER S. WOOD PULP

I

CHEMICALS

!

MISC. CARGO-N.O.S.

GEN'L. CARGO

I

X- MEAN TONNAGE LEss PETROLEUM a PETROLEuM PRODucTs
Y- MEAN TONNAGE OF SELECTED COMMODITIES
Z- ESTIMATED TONNAGE THROUGH PROPOSED STATE TERMINALS

~grirultural anb .lfnbn~trial D rbtropmrnt !Bo~rb ol ~rorgia
THE PORT OF SAVANNAH
TONNAGE THROUGH THE PORT

PAST TONNAGE 8 FUTUR E ESTIMAT E

FREDERIC R. HARRI 5 INC. NEW YORK

---------------------------------------------------------------------------------------------------------------------------------------------------------~PL~~~rE~2~4~

I "'OIIITH OAKOfA
I I I

,

I

' ' ....... _____ J.I _.r-

FROM APPENDIX 1- ICC

DOCKET NQ 2B310

INTERSTATE APPLICATION OF MAJOR CLASSIFICATI ONS INTRAAND INTERRI TORIALLY

LEGEND
SOLID LI NES ROUGHLY PORTR AY BOUNDARIES OF TERRITO R!E S WITHIN WHI CH CLASSIFICATIONS APPLY INTRATERRITOR IALLY.
BRO KEN LINES PORTR AY PORTIO NS OF CLASSIFI CA TI ON TERRIT ORIES TO OR FR OM WHICH VARIATIONS OCCUR IN THE INTERTERRITORIAL APPLICATION OF CLASSIFICATIONS.
ARROW SYMBOLS INDICATE DIRECTION OF INTERTERRITORIAL APPLICATION OF CLASSIFICATIONS ARROW_ HEAD TO, AND TAIL OF
m~~6~~M6RTHP~~i~~~Nm~IC-
ULAR CLASSIFICATIONS ARE IDEN TIFIED BY ARR OW- SHAFTS
AS FOLLOWS:
......_.OFFICIAL CLASSIFICATION -sOUTHERN CLASSIFICATION --WESTERN CLASSIFICATION
.. PLATE 25

~-----------------------------------------------------------------~----------------------------------~