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July, 1923 heavy commodity of this nature find it difficult and in most cases imprac- ticable to maintain direct shipping service to foreign ports. In appraising the future opportuni- ties for ocean trade, the important ports of the Great Lakes need have no apprehension that ocean vessels will not seek them. Vessels will go to any accessible port where there is cargo of proper kind in sufficient quan- tity to make up full loads, particularly if the port can absorb a reasonable amount of return cargo. It is signifi- cant that a substantial part of the imports of the United States are des- tined to the manufacturing industries of the Great Lakes, and include such. articles as burlaps and other fibers, hides, sugar, rubber, woodpulp, china, clay, and many other articles normal- ly consumed throughout the northwest which now make their entrance into the United States through North At- lantic, South Atlantic and Gulf ports. Some of the successful ports have practically no imports from the con- tinents to which their exports are destined. The cargo advantages of the ports of the Great Lakes afford a firm foundation for the successful de- velopment of ocean trade. For dead- weight there is an abundance of grain, flour, iron and steel, salt, cement, ores, and many other commodities in lesser quantities. For top cargo, there are automobiles, agricultural and vehicles, machinery of many kinds, textiles, rubber goods, and the countless miscellaneous manufactures originating in great volume in the tributary territory. To obtain and re- tain the business, however, the ports of the Great Lakes must be so de- veloped and equipped as to meet the needs of the vessels which may be expected to seek them, and the needs of the particular kinds of cargo which may be advantageously routed through the port. Grain Stabilizes Liner Service In normal times, grain is carried from Montreal, Boston, New York and New Orleans as part cargo rather than in full cargoes. This is due to the fact that these ports have regular liners on which low berth rates are made for this class of cargo. Recent- ly, however, the supply of vessels has exceeded the demand, and many tramps have carried grain from ports which they normally do not visit. In order for lake ports to become estab- lished in overseas trade, however, they must offer regular liner service with sailings at fixed intervals. They can not build up a general shipping busi- ness on tramp service alone. Since grain constitutes the most im- implements © MARINE REVIEW portant commodity which will move from the Great Lakes to foreign mar- kets, the ports of the upper lakes must be prepared to handle grain in the manner required to meet the new ship- ping conditions. At the present time, the elevators at these ports are placed without regard to other traffic. On the Great Lakes, grain is now carried almost exclusively in full cargoes. The bulk and package traffic are separate and distinct and the terminals have, therefore, not been planned with a view to handling both classes. of cargo at the same pier. ‘While much grain will no doubt be shipped from upper lake ports in full cargoes, preparation must be made for ship- ping in part cargoes as well, and to avoid an extra movement of the ves- sel within the port, grain galleries should reach the piers to be occupied by vessels in overseas trade. In this particular, — Montreal -is.: a.~ model worthy of imitation. Public Control of Port Where practicable, the development of the port should be undertaken by the state or municipality. It is not only possible, but desirable to har- monize the port development with a comprehensive plan for city improve- ment and beautification. Neither of these important problems should be considered without due regard to the other. The errors committed at At- lantic ports in permitting the usurpa- tion of strategic waterfront property by railroad interests should not be repeated on the Great Lakes. All terminals capable of serving lake or ocean business should be interconnect- ed under a plan which will place all of these terminals and all of the rail carriers on an equal basis, so that traffic may flow through the port with- out hindrance. A careful study should be made by each port to determine the probable cargo which will be available for ex- port and coastwise shipment, and the imports and inbound coastwise traf- fic which can be advantageously dis- tributed through the port. This in- formation is essential before a suitable terminal layout can be devised; more- over, it will afford a valuable index to the cargo situation and the ability of the port to establish a well bal- anced traffic. The layout of the port is an im- portant factor in determining the posi- tion which the port will occupy as a gateway for commerce. Some serious errors in port planning have been due to ignorance of transportation require- ments. Some of the terminals con- structed within the last few years have totally disregarded the fundamental 257 principle that economy and facility in the interchange of traffic are the ob- jects to be achieved by any success- ful terminal development. The layout of the port and the dimensions and capacity of the ‘terminal units can not be accurately determined until a study has been made to. ascertain the amount and kind of traffic and the size and character of vessels which will seek’ the port. There is no more excuse for planning a port without this essential information than there is in making a suit for a man without taking his measure. A misfit terminal is a perpetual barrier to the develop- ment of traffic, but a terminal which is properly planned to meet the needs of commerce will permit the lowest possible charges against the ship and cargo and still earn sufficient to relieve the taxpayers of any burden. At every important port, the through traffic is very much greater than the local traffic, and if the cit- izens Of the port itself are compelled to support an uneconomical terminal development, showing costs per ton in excess of charges that can be as- sessed without driving business from the port, the burdens of these tax- payers will increase instead of dimin- ish with the development of the through traffic. This is the problem that now confronts some ports. Problems are Individual Each port presents a _ separate economic problem which must re- ceive expert study before any attempt is made to plan the physical facilities. Its especial function as a unit in the national transportation scheme must ibe accurately comprehended. Until this has been accomplished, the plan- ning of the port and its facilities can have no sound basis. A_ terminal which is ideal for one port may be wholly unsuitable for another. If the port is one where the traffic must be developed, the terminal should be so designed as to permit the installation of machinery when justified, and the ini- tial equipment should be restricted to the less expensive types of handling appliances, which, under the condi- tions cited, will show lower costs per ton of freight moved. If the port be properly planned with relation to the freight which will pass through it and the carriers which will seek it, the interchange of traffic will be accomplished at a cost per ton which will constitute true economy. If the land and water routes are not properly co-ordinated, and the facili- ties are not correctly designed and lo- cated to meet the precise demands of traffic, the efforts of the port to de- velop business will be hampered. | | |