HE
UC-NRLF
355
REPORT
OF
The Harbor, Port and
Terminal Commission
TO THE
GENERAL ASSEMBLY
OF
GEORGIA .
1922
Harbor, Port and Terminal
Commission
THE GOVERNOR,
THE SECRETARY OF STATE,
THE COMMISSIONER OF AGRICULTURE,
HON. C. H. KITTRELL,
HON. W. B. BAKER.
MYRTLE WHITE,
Secreiar!'-
TO THE GENERAL ASSEMBLY OF GEORGIA:
The Harbor, Port and Terminal Commission, provided for under
Act of 1921, was organized by the appointment of Hon. C. H
Kittrell, nominated by the Farmers Union and Hon. W. B. Baker
nominated by the Georgia Manufacturers Association. The
Commission thus constituted held its first meeting on September
22, 1921 and adopted the following resolutions:
RESOLVED, First, that it is the opinion of the Board of Har-
bor, Port and Terminal Commissioners of the State of Georgia, that
it is the highest duty of the State, insofar as it may have power
to do the same, to speedily create conditions, under which the
farmer will be able to find a market at the nearest railroad station
for all non-perishable products of the farm.
RESOLVED, Second, that it is the opinion of the Board of
Harbor, Port and Terminal Commissioners of the State of Georgia,
that no one achievement will be more conductive to this end than
the establishment on our coast of a great harbor equipped with
warehouses, grain elevators and every other facility to be found
at the most modern commercial gateways of the world, and the
establishment thereat of marketing facilities.
RESOLVED, Third, that it is the opinion of this Commission
that the State should own and improve not less than two hundred
(200) acres at some point on the Georgia coast, located imme-
diately on deep water,- with ample anchorage space, where f reigh t
train and freight ship may meet for the interchange of our surplus
products with other countries for their surplus products. Along
our coasts, between Baltimore and Boston, and within two hun-
dred miles of that coast, are twenty-five million consumers, and,
with this great mass of our population we should be in easy com-
munication by water, and harbor facilities are essential. We are
of the opinion that the establishment of a great world gateway
on the Georgia coast will greatly aid the Panama Canal, because
by the use of stich a gateway, approximately five hundred miles
;w.iH :bq tiut -of £ the: length* of ocean haul of our commerce with the
Far East; 'as compared with North Atlantic Ports, and a like re-
duction in ocean haul will be effected in all of our trade with the
West India Islands and the north coast of South America.
RESOLVED, Fourth, that this Commission invites Savannah,
Darien, Brunswick and St. Marys, to have prepared and pre-
sented to this Commission by January 1st, 1922, full and com-
plete maps showing the harbor areas and facilities, together with
all information which said seaport cities may wish to present, and,
also present to the Commission maps showing the location of land
on de3p water which the State can obtain, and the terms on which
the same can be had.
On the fifth of January, 1922, the commission met and received
reports from St. Marys, Brunswick and Savannah, each port city
submitting full information as to its attractiveness as a place for
the location of state owned terminals.
Later the commission employed Mr. Frederick W. Cowie, who
had just resigned the position of Chief Engineer of the Montreal
Harbor Commission. Mr. Cowie as Chief Engineer had designed,
constructed and operated the Montreal Terminals for a long term
of years. As these Montreal Terminals, costing something like
thirty millions of dollars, had been operated successfully and with-
out cost to the Dominion of Canada, the commission considered
itself fortunate in being able to secure the services of so distin-
guished and so successful a harbor engineer. Mr. Cowie was in-
vited to come to Atlanta. When he came to Atlanta all the
maps, papers and documents submitted by St. Marys, by Bruns-
wick, and by Savannah, were turned over to him and he was
directed to go to each one of these ports, to look and to listen and
to stay at each port as long as anything remained to be seen or
anything remained to be heard. He was instructed to report to
the commission which of the three ports, in the event of the es-
tablishment of state owned terminals at the sea board, was the
best port to be selected by the state. Mr. Cowie was told that
the commission had no advice to give and no preference to express
He submitted his report to the Commission on April 14, 1922 and
the most important feature of this report was that relating to
the port of Savannah, in which he also discussed the port of
Brunswick, The commission was advised that he would reject
the 1600 acres offered the state by Savannah and known as the
Deptford Plantation, but that if Savannah would offer certain
other property on the river, which he pointed out, he would un-
hesitatingly recommend the adoption of Savannah as the best
place for the location of state owned terminals. He further said
that Savannah would give the state the property designated by
him. This was on Friday, April 14, 1922 and the commission ad-
journed from that day until ten o'clock Saturday morning, request-
ing the president of the board to telephone Mayor Stewart to meet
the board the next morning at nine o'clock, Saturday, April 15, 1922.
The commission met in the Post Office of the House of Represen-
tatives and had present Hon. Murray Stewart, Judge Cann, Mr.
Groves and other representatives of the city of Savannah. The
commission had Mr. Cowie read his report. The commission then
asked the Mayor of Savannah and its other representatives pres-
ent if the city of Savannah was ready to give to the state the site
selected and recommended by Mr. Cowie. The Mayor and other
representatives promptly and unequivocatingly stated that
the city of Savannah would give to the state the river front prop-
erty so recommended. The commission thereupon adopted the
following resolutions :
WHEREAS, The Consulting Engineer, Mr. F. W. Cowie, has
rendered his report on the prospective location of the proposed
State Terminal, and same is favorable tg Savannah, provided that
certain designated property is given free to the State, to be used
by the State for a terminal site, or favorable to Brunswick in the
event this site is not available, and,
WHEREAS, The State Port Terminal and Harbor Commis-
sion has not the available fund with which to carry on further in-
vestigation as to the feasibility of the State Terminals,
BE IT RESOLVED, That if the city of Savannah will furnish
this site, and also the further survey and the necessary plans
drawn in keeping with the results of that survey, in order that the
complete proposal may be presented by the Commission to the
next session of the Georgia Legislature, and if, after this survey is
completed, and a recommendation of State Owned Terminals
seems financially justified from the viewpoint of the creation and
conservation of the resources of the producer, and prospective
superior market facilities, and from revenues coming from other
states as the result of superior coastal concentration, loading and
shipping facilities, the Commission will recommend that the Ter-
minals be built at Savannah.
After this the city of Savannah, so the commission is informed
and believes, employed Mr. Cowie to prepare plans and specifica-
tions for a great state owned plant at Savannah, including ware-
houses, grain elevators, cold storage warehouses, tracks, and every
other facility which would be necessary in order to make the state
owned terminals capable of successful and economic operation.
Mr. Cowie was engaged for a number of weeks on this work and
on July 17, 1922 brought to Atlanta his maps, plans, etc., to-
gether with a written report including the entire subject. In
this report Mr. Cowie confirmed and emphasized his reasons for
the selection of Savannah. These reasons were overwhelming
and are submitted to the General Assembly, along with his
report, a copy of which is herewith filed.
In view of the existence, at the present time, of all the market-
ing machinery necessary to enable the state owned terminals to
fit into and become a part of a going machine at Savannah, and
in view of the misfortune which has universally come to all who
invested in Brunswick, on the basis of its great natural advan-
tages, which we admit, the commission is of the opinion that the
proper place for the selection of state owned .terminals is Savan-
nah. The harbor of Brunswick is undoubtedly one of the finest
on the 'coast, but Jacksonville, just south of it, did not exist when
Brunswick was a port doing some import and export traffic.
Jacksonville has grown to a city of something like 100,000 people,
just south of Brunswick and located on the St. John River, 27
miles from the sea, and has a position which cannot be compared
to the position of Brunswick. Savannah is located north of
Brunswick, with a harbor in no sense equal to Brunswick in the
matter of natural advantages, has grown to a city of approxi-
mately 100,000 people.
Savannah has ocean transportation facilities in daily use
at the present time, has a ship a day for New York, and could
expand its ocean shipping facilities to meet the demand which
would be put upon present transportation companies by the state
owned terminals. If Brunswick were selected, shipping facilities
would have to be supplied either by the state or by private capi-
tal. In the meantime, the state owned terminals might be over-
crowded with products of the farm that would have no means of
being moved forward to the consuming market unless and until
private capital should supply the necessary transportation facili-
ties.
The commission does not think it would be wise to recommend
state owned terminals at a port with this disadvantage, when it
can select a place where the advantages already exist and where
they can be indefinitely increased.
The Commission recommends Savannah.
Respectfully submitted :
S. G. MCLENDON, President,
C. H. KITTRELL, Vice-President,
THOJS. W. HARD WICK,
J. J. BROWN,
W. B. BAKER.
REPORT
TO THE
HARBOR, PORT and
TERMINAL COMMISSION
FOR THE
STATE OF GEORGIA
ON
A STATE PORT TERMINAL
PROJECT at SAVANNAH
By
FREDERICK W, [Cg^WIE, B. A, Sc., M. Am. Soc, C. E.
ijomufiing Engineer.
JULY 15, 1922
REPORT
TO THE
HARBOR, PORT and
TERMINAL COMMISSION
FOR THE
STATE OF GEORGIA
ON
A STATE PORT TERMINAL
PROJECT at SAVANNAH
COMMISSIONERS
THOMAS W. HARDWICK, S. G. MCLENDON,
Governor, Sec. of State, President.
J. J. BROWN, W. B. BAKER,
Com. of Agriculture C. H. KITTRELL.
By
FREDERICK W, COWIE, B. A, Sc., M. Am. Soc, C. E.
Consulting Engineer.
JULY 15, 1922
INDEX TO SUBJECTS
Introduction 5-8
Preliminaiy Report to Harbor, Port and
Tenminal Commission, April l>5th, 1922. 8-41
SAVANNAH-
I. Historical Notes 41-48
II. The Port and Its Relation to Production. .49-62
III. The Port of Savannah and the Transporta-
tion Problem . ..63-68
IV. Site of Proposed Project 69-74
V. Extent of Accommodation Required for
State Port Project 75
VI. State Port Terminals, Unit Included in
Project ..76-82
VII. Georgia Port Terminals at Savannah, Esti
mates First Stage 82-83
VIII. Conclusions . _ .84-87
INTRODUCTION
At the Session of the Georgia Legislature in 1921, a
Member, Hon. C. H. Kittrell, introduced a Bill which
resulted in the creation of the Georgia Harbor Port and
Terminal Commission.
AN ACT
To create a Board of Harbor, Port and Terminal Com-
mission for the State of Georgia; to provide for the
appointment and term of office of said Commission-
ers; to define the powers and jurisdiction of said
Board ; and for other purposes.
SECTION 1. Be it enacted by the General Assembly of
the State of Georgia, and it is hereby enacted by the
authority of same, that from and after the passage of
this Act, there is created and established in the State of
Georgia a Board of Harbor, Port and Terminal Commis-
sioners for the harbor and terminals of the State of Geor-
gia, which shall be known as the " Board of Harbor, Port
and Terminal Commissioners for the State of Georgia/'
said Board shall consist of five members, composed of
the Governor of Georgia, the Secretary of State, the Com-
missioner of Agriculture, and one member nominated by
the Manufacturer's Association of Georgia and appoint-
ed by the Governor, and one member nominated by the
Farmer's Union of Georgia, and appointed by the Gov-
ernor. Through death or removal from office of any
one of said Commissioners, a successor shall be appoint-
ed by the Board for the unexpired term. The Commis-
sioners appointed shall serve for a term of five
years. Said Commisioners appointed shall serve
without compensation, but shall be reimbursed for
all necessary expenses. A majority of said com-
missioners shall constitute a quorum for the trans-
action of business and the Commissioners shall
employ a secretary and such other clerks as may be
necessary to keep their minutes and entries of all orders,
regulations, and transactions of said commissioners, in
a book or books to be kept for that purpose, which said
minutes and entries shall be submitted to the inspection
of any person or persons who shall desire to see and
pursue the same. Said Board shall elect out of its own
numbers a President, a Vice-President, a Secretary,
whose duties shall be those usual to such officers. Said
Board shall meet at regular sessions, not less than once
a month, and at such other time as the "President of the
Board shall convene them, or on written request of three
members.
SEC. 2. Be it further enacted by the authority afore-
said, that said Board shall have the power and authority
to have made any and all surveys, maps and drawings of
all ports and terminals facilities as they exist, and may
hereafter exist in and along the Atlantic coast of the
State of Georgia ; also to examine into and ascort in the
immediate and prospective tonnage, and the character
of the same that moves or may hereafter move by way of
such port and trminal facilities.
SEC. 3. Be it further enacted by the authority afore-
said, That said Board shall examine into cause to be
made, a survey of the warehouses and storage facilities
as in their opinion may seem needful for the purpose of
stowing merchandise and farm products, and the market-
ing facilities as they exist and any and all investiga-
tions tending toward development of such shipping, stow-
ing and marketing facilities as the Board may deem need-
ful to the best interest of the people of Georgia. It shall
be the duty of this Board to report at the next session
of the Legislature their findings with recommendations
as to the future course to be pursued; provided for
carrying out the aforesaid purpose the Bureau of
Markets shall pay an amount not to exceed the expenses
of the Board members, the salary of the Secretary and
cost of experts deemed essential to the effective gather-
ing of information needful to the Board.
SEC. 4. Be it further enactd by the authority afore-
said, That all laws and parts of laws in. conflict with this
Act be and the same are hereby repealed.
The Harbor, Port and Terminal Commission was or-
ganized as follows :
HON. THOMAS W. HARDWICR,
Governor.
HON. C. H. KITTRELL,
Vice-President.
HON. S. G. McL/ENDON,
Secretary of State, Pres.
J. J. BROWN,
Commissioner of Agriculture.
W. B. BAKER,
Miss MYRTLE WHITE,
Secretary.
In March 1922, the Harbor Commission engaged the
writer to Report on the possibilities and advisability of
Port Development on the Georgia Coast.
The instructions of the Harbor Commission to the
Consulting Engineer, given at Atlanta, on March 23d,
and 24th, was that the Harbors of St. Mary's, Bruns-
wick and Savannah should be examined. The explicit de-
sire to the Commission was, that they be advised which
is the best Port on the Coast of Georgia, at which to con-
struct State owned Terminals, but also just the best loca-
tion at the best Port; and that not only the properties
offered should be examined but also, any other which
could be found.
The Report resulting from the examination, was pre-
sented to the full Board of the Harbor, Port and Termi-
nal Commission, on March 14th, 1922, the Hon. Thomas
W. Hardwick, Governor, being present, and the meeting
being presided over by the President, Hon. S. G. Mc-
Lendon, Secretary of State.
After exhaustive consideration, the following resolu-
tion was adopted:
7
Whereas, the Consulting Engineer, Mr. F. W. Cowie,
has rendered his report on the prospective location of
the proposed State Terminal, and same is favorable to
Savannah, provided that certain designated property is
given free to the State, to be used by the State for a ter-
minal site, or favorable to Brunswick in the event this
site is not available, and,
Whereas, the State Port Terminal and Harbor Com-
mission has not the available fund with which to carry
on further investigation as to the feasibility of the State
Terminals,
Be It Resolved, That if the City of Savannah will
furnish this site, and also the further survey and the
necessary plans drawn in keeping with the results of that
survey, in order that the complete proposal may be pre-
sented by the Commission to the next session of the
Georgia Legislature, and if, after this survey is ocm-
pleted, and a recommendation of State Owned Terminals
seems financially justified from the viewpoint of the cre-
ation and conservation of the resources of the producer,
and prospective superior market facilities, and from
revenues coming from other states as the result of supe^
rior coastal concentration, loading and shipping facili-
ties, the Commission will recommend that the Terminals
be built at Savannah.
The City of Savannah has carried out that part of the
obligation contained in the above resolution and the
Report to the State Port Terminal Project at Savannah,
is herewith submitted.
FREDERICK W. COWIE.
July 15, 1922.
April 15th, 1922.
COL. S. G. MCLENDON, Pres.,
Harbor, Port & Terminal Commission,
Atlanta, Ga.
Dear Mr. McLendon:
Please receive herewith, report, in duplicate, on the
survey and physical examination of the Coastal Ports of
8
Georgia, and on the vital questions leading up t» the
recommendations and conclusions therein submitted.
It has been very gratifying to me to meet with such
cordial reception from the Governor ( yourself, and the
members of your Commission.
It is with very great pleasure, on the eve of my re-
turning home, to tender to the Commission, so ably pre-
sided over by yourself, my very sincere thanks for the
very important work they so kindly intrusted me with.
Believe me, Sir,
Yours faithfully,
FEEDEEICK W. COWIE,
Consulting Engineer.
Montreal address:
191 The Boulevard,
West Mount, Montreal, Canada.
FOREWORD.
In so short a time it has not been possible to make a
comprehensive study of either the physical conditions,
the commercial details, or a financial analysis of the many
problems involved in one of the most vital of modern
transportation units, the Port.
The trained investigator, experienced in the design,
construction and operation of successful ports, and know-
ing why success and why failure, may', however, place all
the facts presented, the conditions observed and the offi-
cial documents available into a crucible, and apply the
test necessary to decide as to purity or imperfection.
At first glance, a solution of the port problem, to an
absolutely impartial mind, appeared to be simple ; it was
only necessary to apply the same test to the information
relating to the three coastal ports, and o know by actual
results, if any or all three fulfilled the test, and which
resulted in the richest crystal.
The ports were all examined, by direction, with every
attention. Every care was exercised, every angle viewed,
9
and each demonstration listened to, for silent criticism
and consideration.
The views and opinions and observations of city offi-
cials, shipping men, railway experts, commercial inter-
ests, government and city engineers, practical operators,
navigators, fishermen, farmers and other producers, and
of the splendid Boards of Trade, were heard and noted.
Practically four days were given to a physical exam-
ination of each port. The arrangements made by the
different Port Committees and organizations, for a thor-
ough investigation, were in each case perfect.
As a knowledge of the vast interests directly and indi-
rectly at stake, of the magnificent vision of the possibili-
ties opened up, of the local anxiety for preferment or the
wrecking of hopes, there was only one method of proce-
dure, with a prayer to God for wisdom.
The decision must be based upon what could be, without
question, the most careful summing up of convincing
facts, and decisive arguments, and an absolutely impar-
tial judgment.
A study of transportation conditions, of production
possibilities, of urgent requirements and of the possible
aid, direct and indirect, which a modern ocean terminal
would result in, could not fail but give a vision of com-
mercial enrichment, of distinctly beneficial aid to farmers
and other producers, of increased and new efforts, of
better methods of collecting, caring for, selling and ship-
ping of exports and imports ; and finally of an expanding,
rich and contented port city in a few years, of a half of
a million inhabitants ; as a result of concerted, vigorous
and insistent efforts, as exemplified by the ports of Ham-
burg, Manchester, Montreal, Seattle, Baltimore and New
Orleans.
PRODUCTION.
The wealth, and most of the gold in the world, is now
in the United States.
10
Foreign countries may not be able to pay for much de-
sired American exports now. They must have them soon,
and they must find a credit for a few years until they are
able to pay.
In the meantime, how can the United States use, to
ultimate advantage, her vast reserves of wealth. Obvi-
ously by preparing for new conditions, and by increasing
production.
The World War is over. The race for naval suprem-
acy is over. Railroad building is sufficient for the pres-
ent. Ship building has reached and extended beyond the
limit of requirement. Manufacturing is not yet stable.
Labor is dissatisfied. Production is not attractive.
Production, increased production, and more attractive
conditions for production, must be made possible.
Hydro-electric power, or power from oil or coal, must
be made cheap, and distributed through the country in
ample supplies.
How, therefore, can production be made successful?
(1) Statesmen must give it the necessary legislation.
(2) Capital must, with wisdom, etxend the required
credits.
(3) Science must devise new processes, new methods,
skillful attention, and united effort, the competition of
cheap foreign wages.
(4) Science must devise new processes, new emthods,
new articles, new machinery and new applications of our
natural resources for the uses of man.
(5) The attractions of the city must be made available
or neutralized by others equally enticing, and educa-
tional privileges provided, so that in distant places, farm-
ers, miners, and all producers, with their families, may
not desire to rush to the city.
(6) Transportation must be made satisfactory, and
11
as economical as possible, so that the farmer may get the
full benefit of his productive efforts.
(7) Products must be so handled and taken care of
that they may command the highest prices.
(8) Selling must be effected at a fair cost, so that the
producer and also the consumer, may share the profits
and live more cheaply.
(9) Health and strength must be conserved and main-
tained.
To sum up, co-operation of all branches of society, is
insistently required to aid production.
Of the nine enumerated influences in favor of produc-
tion : 6, 7 and 8 would be distinctly and materially aided
by a successful State of Georgia Ocean Terminal.
(6) Transportation would not only aid the farmer
and other producers ; it would benefit the consumer when
purchasing the necessities of life ; and it would enrich the
line of route by a distribution of transportation tolls and
profits.
(7) A modern terminal with its organiaztion working
in the interests of the people would see that the country's
products were received, hnadled carefully, cheaply, with
low insurance rates, and in their best interests.
(8) The modern Ocean Terminal is, a central, compre-
hensive, co-ordinated depot for collection, storage, hand-
ling, preserving and taking care of goods by ship from all
parts of the world on the one hand, and by railway, motor
truck or vessel from the centres of production in the
tributary interior, on the other.
Where better storage, exhibition, sales, repacking and
reshipmeiit, than from a modern State Terminal designed
for such purposes ?
A COASTAL PORT FOE GEORGIA.
The trained observer of physical conditions, the in-
vestigator who may obtain truth from statistics, the
12
public-spirited citizen who offers his services for his coun-
try ?s good, and the engineer who is experienced in the
design, construction and operation of successful port
terminals, are invited to carefully study the map.
"Peering in Maps, for Ports, and piers, and
roads. ' ' — Shakespeare.
The coast of Georgia, heaven knows it is rich in
romance and history, but the observer, the investigator,
the public-spirited citizen, and the engineer, see other
things.
They observe the North Atlantic, with rich, prosper-
ous, and successful ports, at frequent intervals along the
coast between Baltimore and Montreal. They see the
Gulf of Mexico, with growing and prosperous ports.
They then compare this with the coast line from Balti-
More to Florida, where there is no actiev effort at com-
prehentive port development.
The Port of Montreal is advancing by leaps and
bounds.
New York and New Jersey are spending untold mil-
lions in the doubtful effort of holding their own against
the St. Lawrence route.
The scheme which Baltimore is embarking on, will
involve about forty-five million dollars.
New Orleans State and port has spent and is spending
as much or more.
These are all in the nature of national ports.
Why these successful ports!
Monteal has the East and West tansportation of Can-
ada, and is drawing a large share of business from the
Northwestern States.
New York, with her splendid city; her capital; her
commercial organization ; and the network of continental
railroad lines, to and from the Northern, Western, Mid-
dle and New England States; is in an intrenched posi-
tion.
13
Baltimore, is however, cutting into one side of New
York's territory, as Montreal is the other.
New Orleans is, by man's effort, aiding the physical
resouces of nature.
Now a port to be financially successful, must be com-
prehensive, so as to attract not only local but world- wide
commerce and shipping. For one State, even Georgia,
relying on State business alone, the vision of a successful
competitor to Montreal, New York, Baltimore or New
Orleans, may obviously be dismissed. But for a com-
prehensive port on the coast of Georgia, there are, in
addition to Georgia business, the productive interior
areas tributary, including the western half of the two
Carolinas, Alabama, Tennessee and Kentucky, in all,
equal to five States, and sufficient for a great world's
port. Georgia would, therefore, reap not only the benefits
of a terminal required for State necessities but wolud
have a large share of the cost* paid by the tolls on trans-
portation to and from these interior States.
In fact, the immense area, tributary to a Georgia port,
may be measured by boundaries running through Colum-
bia, Cincinnati, Indianapolis, St. Louis, Cairo, Birming-
ham, Montgomery and Columbus.
Executives -of the great transportation system and
practical railway operators, have been asked and have
given detailed information, backed up by experience,
rates and personal knowledge.
The following letter, from Mr. C. H. Kerr, Assistant
Freight Tra__c Manager, Southern Railway System,
speaks for itself :
MR. F. W. COWIE, Consulting Engineer,
Harbor, Port and Terminal Commission,
Atlanta, Ga,
Dear Mr. Cowie :
In line with our several conferences and your letter of
the llth, I am giving you below in a general way the rate
situation as applied to export traffic to Georgia and other
South Atlantic ports as compared with Eastern ports,
as well as gulf ports.
14
Export Rates to South Atlantic Ports — General From
Ohio River Crossings — Concinoiati, Louisville, Evans-
riUr, Cairo and St. Louis — Nashville, Memphis, etc.
COMMODITIES — GENERAL.
The rates generally from Ohio Eiver Crossings, such
as Cincinnati and Louisville to South Atlantic Ports
(which includes Brunswick and Savannah) are the same
as to Baltimore and Norfolk and lower than to Philadel-
phia and New York and are the same as or less than to
Gulf Ports. From Evansville, Cairo, St. Louis, Nash-
ville and Memphis to South Atlantic Ports they are gen-
erally lower than to Baltimore but higher than to Gulf
Ports. This basis has been in effect for a number of
years and it will be the purpose of the Southern Railway
to continue this basis in effect.
In other words South Atlantic Pots have an advantage
over New Orleans and Mobile on traffic from Cincinnati
and Louisville, whereas from Evansville, Cairo, Nash-
ville and Memphis, New Orleans and Mobile have an ad-
vantage over South Atlantic Ports, but from all of these
gateways the rates to South Atlantic Ports are as low as
to any North Atlantic Port and lower than to Philadel-
phia, New York and Boston.
FROM CENTRAL FREIGHT ASSOCIATION TERRITORY.
Classes and Commodities (exoept Grain — General.
From points in Central Freight Association Territory,
which includes practically all of Ohio, Indiana, Illinois
(except Ohio River Crossings already dealt with) and
Michigan, there are through rates published to South
Atlantic Ports and Gulf Ports the same as rates fron:
that territory to New York. This basis has been in effect
since 1919 and should enable South Atlantic and Gulf
Ports, so far as rates are concerned, to compete with
North Atlantic Ports.
Rates on'E<xport Grain — Carload.
From Cincinnati and Louisville to South Atlantic
Ports the rates on Grain ofr export are the same as to
15
Baltimore, i. e., 26 cents per hundred pounds, and from
Evansville, Cairo and Nashville the rates to South At-
lantic Ports are substantially less than to Baltimore or
Norfolk and, of course, less than to Philadelphia, New
York or Boston.
From Cincinnati and Louisville the rates to South At-
lantic Ports are also less than to Gulf Ports, but from
Evansville, Cairo, Nashville, St. Louis (reshipping rates
from St. Louis) and Memphis the rates to Gulf Ports are
somewhat lower than to South Atlantic Ports. For ex-
ample : Reshipping rate from St. Louis to South Atlantic
Ports is 25 cents and to Gulf Ports 18 cents, whereas from
St. Louis proper rate to South Atlantic Ports is the
same as to Baltimore or Norfolk, i. e., 32^2 cents or 1.y2
cents less than to New York.
From Chicago proper and other points on the Chicago,
Indianapolis & Louisville Railway, the rates to South
Atlantic Ports and Gulf Ports on export grain carload
are the same as to New York City, i. e., 30 y2 cents per
hundred and the reshipping rate on grain from Chicago
to South Atlantic and Gulf Ports, which would apply on
grain 'originating beyond Chicago, is substantially less
than the rates to Baltimore, Norfolk or New York and
the same as the Gulf Ports. From other points in Central
Freight Association Territory rates on grain to South
Atlantic and Gulf Ports are made on Ohio River combi-
nation which results in total rates somewhat higher in
most instances than from the same points to Baltimore or
New York.
From Memphis proper the rate on gain to South At-
lantirc Ports is 1 cent less than to Baltimore and 4j^
cents less than to New York and the reshipping rate from
Memphis applicable on traffic from beyond to South
Atlantic Ports is very substantially less than to Balti-
more or other Eastern Ports or Gulf Ports.
In order that you may have some specific figures on
export grain rates from the various poducing and reship-
ping points, I am indicating below a list of such rates :
16
6
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8
X
ssss
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CO
<N <M CO CO CO CO
CO CO CO <M CO
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O5 00
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w
3
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&
17
From the above it will be seen that from such impor-
tant points as Ohio River crossings and from territory
basing thereon, South Atlantic Ports are on a parity
with Baltimore or Norfolk and on a lower basis than
Philadelphia, New York or Boston.
From Central Freight Association Territory on classes
and commodities generally South Atlantic Ports are on a
parity with New York but on export grain carload this
is true only as to Chicago and other points on the Chi-
cago, Indianapolis & Louisville Railway.
From St. Louis proper the rates on traffic generally,
including grain, to South Atlantic Ports are the same as
to Baltimore and Norfolk and slightly less than to New
York but the reshipping rates on grain from St. Louis
and on grain from Nashville, Cairo, Evansville and Mem-
phis proper the rates to South Atlantic Ports while sub-
stantially less than to Baltimore and other North At-
lantic Ports, are somewhat higher than to Gulf Ports.
The above does not take into account the territory
south of the Ohio and east of the Mississippi (except
Nashville) from which the rates generally to South At-
lantic Ports are as low as, or lower, than to Gulf Ports
and of course substantially lower than to North. Atlantic
Ports. This includes most of the cotton producing terri-
tory, as well as lumber and other manufactured articles,
particularly iron and steel from Macon, Atlanta, Chatta-
nooga, Knoxville, etc.
Yours truly,
(Signed) G. H. KERR,
Asst. General Traffic Manager. "
A fund of valuable and illuminating information was
received from the Bureau of Foreign and Domestic Com-
merce, and the Bureau of Crop Estimates; through the
kind attention of Honorable William J. Harris, United
States Senator, from Georgia,
Figures of Exports, excellent as the showing is, are,
however, too misleading to be quoted. The Coastwise
18
Ships from Georgia Ports, as stated, to average one every
day, carrying immense shipments to New York and
Boston, Baltimore and Philadelphia, to which Ports the
exports are credited.
From a careful study of official statistics, figures of
production offers a very striking view of the possibilities
of important commerce through an Economic and satis-
factory Georgia Coastal Port, if constructed.
Approximate average production figures may be given
of the States more or less tributary to a Georgia Port', as
follows :
Corn (bushels) 750,000,000
Cotton (bales) 3,500,000
Tobacco (Ibs.) 100,000,000
Peanuts (bushels) 4,000,000
Eggs (dozen) 400,000,000
Fowls 125,000,000
Cattle 5,000,000
Sheep , 1,500,000
Swine , 8,000,000
This area is also immensely rich in Coal, Iron ore,
Marble, Shales, etc.
In water-powers, however, there is one of the brightest
hopes of the Southeastern States.
Georgia, Alabama and Tennessee alone, will be able to
supply Hydro-Electric Power sufficient to develop many
industries which find cheap coal no longer available.
Summing up, there is every reason to convince the
people of Georgia, that their action in taking up the ques-
tion of a Coastal Port, is not only sound, but it is well
timed.
The Port of St. Marys.
According ta arrangements made by the President,
Colonel McLendon, I made an inspection of the Georgia
Coastal Port District of St. Marys, from March 25th, to
28th, inclusive.
19
The Hon. J. T. Vocelle, Secretary of the Board of
Trade; J. H. Becker, Mayor; Mr. J. S. N. Davis; and
others, gave every facility for the obtaining of complete
information.
A more beautiful town, or one more full of delightful
historical traditions, it has never been my good fortune
to visit.
From business men, from farmers, from practical
navigators, and from the ' ' oldest inhabitant, ' ' there was
one unanimous view-point, viz : that St. Marys had the
best harbor, the best channel from the sea, the best
climate and the best future possibilities of any of the
South Atlantic United States Ports.
In the report of the Chief of Engineers, U. S. Army,
1921, St. Marys is designated "St. Marys River."
The entrance from the Ocean is described in the report
on Fernandina Harbor.
It is twenty- two and one -half (22j^) Statute miles
North of the entrance to Jacksonville Harbor, Florida,
and ninety-five (95) Statute miles south of the entrance
to Savannah Harbor, Georgia.
The existing project provides for the outer bar a nine-
teen (19) foot channel at mean low water by means of
twin Jetties, supplemented by dredging.
From the standpoints of navigation, and possible chan-
nel improvements, a harbor at St. Marys would have ex-
cellent recommendations. The first cost for a deep water
entrance would be considerable, but maintenance would
be reduced to a minimum. The present harbor and the
existing structures and facilities, would not be of any
value in connection with a State Ocean Terminal.
In measuring how St. Marys comes up to the require-
ments of a State Coastal Terminal, we must consider :
(1) Competition of Other Ports.
The nearest rival of St. Marys is Fernandina. It is
true Fernandina is not a Port of Georgia. The general
economic situation must, however, be faced. Fernandina
20
is a going Ocean Port, with an established United States
Quarantine Station, with docks, excellent shipping facili-
ties, and with good connections from Georgia. From the
Ocean the approach is also even better than to St. Marys.
The proposed Atlantic to the Gulf Canal, projected to
connect the Cumberland Sound, via the St. Marys River,
and the Okefenokee Swamp with St. Marks on the Gulf
of Mexico, has been cited by those interested in St. Marys.
' ' It would secure a protected waterway for Barge
transportation from the Atlantic to the Gulf."
1 i St. Marys would be the Ocean Port. ' '
If, on the other hand, the Canal were built as a Ship
Canal, rather than as a Barge Canal only, if undertaken,
as it logically should be, would it benefit either St. Marys
or Fernandina? Rather Mobile, New Orleans and Gal-
veston would reap the advantage, as Ships from these
Ports would go through without stopping.
(2) Railway Transportation.
In Continental Transportation, the United States rail-
ways have 110 equal in the World. The most far-seeing,
the most astute, the most courageous and the most skillful
minds in the world have projected and built railways,
even possibly beyond the safe economic limit, in competi-
tive efforts for securing business. The railways have up
to the present, however, shown no serious attraction for
St. Marys as a Coastal Railway Terminal.
(3) Location.
Point Peter physically, would offer an excellent site
for a great Ocean Terminal. There is timber on the
Government Reserve to aid in Port Construction, and
in the building of a new city. The distance from the
present town to the centre of such a Terminal, would be
approximately three imles by the best route available.
St. Marys possibly would be the residential, but is too far
to be the business centre of a Point Peter Terminal.
21
(4) The Port City.
There have been instances of a small town being
transformed into an important commercial centre by
exclusive or transcendent advantages.
It cannot be claimed, however, that St. Marys offers
advantages such as would warrant the State of Georgia
entering upon a project of such doubtful commercial
advantage, when there are other Ports in Georgia which
have the population, the financial power, the commercial
influence, the attraction to shipping, and the favorable
influence of the railway interests.
THE PORT OF BRUNSWICK.
The inspection of the Brunswick Port Terminal situa-
tion was made from March 29th to April 1st, inclusive.
The interest which the citizens of Brunswick and her
commercial business organizations evince in the State
Port and Terminal Project, may be appreciated by their
splendid co-operation in connection with the compre-
hensive survey and study of the physical and vital ques-
tions involved.
The Board of Trade is, in its personnel; in its officers;
in its efficient management and in its cordial co-opera-
tion, beyond compare.
From the Banker and Shipping Merchant, to the
Stevedore and Pilot, every assistance was freely given.
A magnificent Yacht was placed at the service of the
Committee, for the inspection. From the Bar to the con-
necting Inland Navigation Rivers, to every improved
Port Facility, and to every unimproved available site,
observation trips were taken.
Shipping men were present, men of success and repu-
tation, to give their views ; Railway Experts to give in-
formation, engineers to explain physical and construc-
tive conditions; Captains to give navigation explana-
tions; and Bankers, Professional men, and experienced
22
business men to confer and make clear all sides of the
situation.
The United States Assistant Engineer gave cordially,
such information, both as to navigation and constructive
conditions, as requested.
The City Engineer and Manager, gave facts and figures
necessary in making tentative estimates.
The very exhaustive compilation of information, in-
cluding maps, statistics and reports, presented by the
Brunswick Board of Trade, filed with the Harbor, Port
and Terminal Commission, is a work of most praise-
worthy excellence.
The Maps and Charts presented, together with the
descriptive matter, is worthy of special comment :
The United States expenditures on improvements
and Maintenance, and Comparisons between Brunswick
and Savannah.
Anchorage Space and Safety of Ships while at anchor.
Extracts from Official Documents :
Brunswick Situation and Activities.
Brunswick's Superior Connections with Trunk Line
Railways running East and West.
Brunswick Harbor Facilities.
The location of the Atlantic Refining Co., in Brunswick.
Pilotage and Towage.
Georgia's Wonderful Waterways Systems.
Distances.
Rate Adjustment.
Export Rates.
Maps Showing :
Rail Operative Conditions.
Tobacco.
Naval Stores & Lumber.
Live Stock Production.
Also charts showing sites in the vicinity of Brunswick,
23
offered to the State of Georgia for a Port and Terminal
Project, and of the following signed offer :
"If the State requires more than one site to carry
out their plans, it is further agreed and understood
that Brunswick will furnish them whatever site or
sites ther require. ' '
(Signed) C. D. OGG, Mayor.
J. L. ANDREWS, Commissioner,
M. B. McKINNON, Commissioner.
From the Annual Eeport of the Chief Engineers, U.
S. Army, the following may be cited :
BRUNSWICK HARBOR, GA.
" Location and Descriptions — Brunswick Harbor
entrance is 70 statute miles south of entrance to
Savannah Harbor, Ga., and 25 statute miles north of
entrance to Fernandina, Harbor, Fla. It embraces
the improved channel across the bar, St. Simons
Sound, Brunswick River, East River, to the upper
limits of the icty, and Turtle River to the Southern
Railway Terminals; also that portion of Academy
Creek used by shipping interests. Not including the
bar channel, the harbor is 7 miles in length and 300
to 3,000 feet in width. (See U. S. Coast and Geodetic
Survey Chart No. 12)."
"Existing Project: This provides for channels, as
following :
27 feet deep and 500 feet wide through the bar;
24 feet deep and 400 feet wide at Brunswick Point ;
24 feet deep and 350 feet wide in East River and
Turtle River ;
24 feet deep and 150 feet wide in Academy Creek;
and a cut from Academy Creek to Turtle River;
if later decided advisable.
All depths are referred to mean low water. The
mean tidal range on the bar is .3 feet, and at the
24
City of Brunswick 7.0 feet with minor fluctuations,
due to wind and lunar effects. ' '
"Conditions at End of Fiscal Year: The existing
porject is 35 per cent completed. Maintenance dredg-
ing has been necessary to take care of shoaling. The
east training wall and spur dike are in good condition.
The controlling depths and dates at which they were
determined are as follows :
Bar 24.4 feet, June, 1921 ;
Brunswick Point, 24.0 feet, March, 1921 ;
East River, 21 feet, May, 1921;
Academy Creek, 21 feet, June, 1921;
Lower Turtle River, 22.2 feet, aMy, 1921 ;
Middle Turtle River, 24.6 feet, December, 1920;
Upper Turtle River, 23.6 feet, October, 1920. "
i <
Terminal Facilities: This improvement serves
a developed water front of about 3.6 miles, including
a wharf 2,000 feet long at the Southern Railway
terminals and a wharf owned by the Atlantic Refin-
ing Co., with frontage of 360 feet on Turtle River and
excluding dredged docks. All wharves are of the
open pile-and-timber type except those of the Atlanta,
Birmingham & Atlantic Railway terminals, which are
built of reinforced-concrete piles and bulkhead, with
timber superstructure. Of the total developed front-
age the railroads own about 2 miles (most of it under
lease to forwarding agents), and private individuals
and companies about 1 mile. The City of Brunswick
owns and maintains two small municipal wharves,
225 linear feet of undeveloped frontage and the foot
of all city streets, though she controls only two of
them, the rest having been leased to individuals or
corporations. The railroads parallel the water front
and serve the separate wharves by spurs; all
wharves except the Southern Railway terminals have
highway or street connection. None of the wharves
are equipped with mechanical unloading devices ex-
cept those owned by the Southern Railway Company
25
and the Atlantic Refining1 Company, the latter wharf
beink equipped with a pumping station for the dis-
charge of fuel oil from ships.
"One dock, about 1,800 feet long, was dredged at
the Atlanta, Birmingham & Atlantic Railway termi-
nals, but owing to rapid shoaling these terminals have
not been properly maintained. The municipal and
railway wharves are open to the public on equal
terms ; all others are exclusively for private use.
These facilities are considered ample for existing
commerce, but it is considered advisable to develop
the water-front property recently acquired by the
city by the construction of a municipal wharf open
to all on equal terms."
"Effect of Improvements: The commerce for the
first year after completion of the 1907 project was 10
times in tonnage and 50 times in value compared
with the commerce before improvement. A reduc-
tion in ocean freight rates followed improvement,
but there were other contributing causes. The im-
provement permitted the regular line of coastwise
steamers to enter and leave the port regardless of
the stage of tide."
"Recommended Modifications of Project-. None."
"Commercial Statistics: Comparative state-
ment of commerce for the last five years is as follows :
26
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27
From the Ocean the conditions for a Port looked
exceedingly good.
The location in connection with Railway Systems gave
every indication of a successful Ocean Terminal Project.
Inland and Coastal Navigation possibilities were
worthy of consideration.
The City Commercial Status was good.
Construction conditions were found to be excellent.
Several sites for State Terminals were offered. They
were inspected and tentative schemes laid down for
study, and approximate estimate, viz: A, B, B-2, C and
D.
Scheme "C" is an exceedingly attractive study. It
consists of a Basin adjoining the lower portion of the
City, with a proposed development, to begin with. On the
Main Channel, a bulkhead for Liners. Along the Basin,
facilities for Special and General Cargoes; and having
the inner and bulkhead set apart for a grain storage
and handling system. The Elevator would have belt con-
veyors to all berths. There would be transit sheds alter-
nating with open berths. There would be special tracks
for railway specials. There would be warehouses for
cotton, tobacco, nuts, etc., and open spaces for Naval
Stores and non-perishable freight. There ould be a
cold storage plant, with ample exhibition auditoriums for
inspection and sales.
The site offers scope for every essential of a Port's re-
quirements.
The centre of the State Terminals would be approxi-
mately at a distance of only one mile from the centre of
the City. The City -offered the site, with rights-of-way,
water, police, fire protection, and with additional areas as
required for industrial development in connection with
port facilities.
Scheme "C" at Brunswick, fulfilled the test of re-
28
quirements, and measured up to the standards laid down,
and would be worthy of recommendation, if nothing bet-
ter offered.
THE POET OF SAVANNAH.
Before leaving the North to visit Georgia, a conference
with two retired, experienced Sea-Captains, resulted in
a favorable impression of the Port of Savannah as a
satisfactory, and well established Port for Foreign Ship-
ping and Ships.
The physical inspection of Savannah Harbor, occupied
from April 2nd to April 6th, inclusive.
Mr. J. F. C. Myers, President of the City of Savannah
Board of Harbor Commissioners, was the gentleman,
through whose kindness, the first view of the Port of
Savannah was seen.
It was a matter of very good fortune taht the Vice-
President of the State of Georgia Board of Harbor, Port
and Terminal Commission, Hon. C. H. Kittrell, was pres-
ent during the first inspection of the Port of Savannah.
His presence and his wise counsel was greatly appreciat-
ed.
The Mayor, the President of the Savannah Harbor
Commissioners, the U. S. Engineer in charge of the
Savannah District, Aldermen, the President of one of the
leading banks of the South, the President of one of the
important railways, and many important official and
commercial representatives of Savannah, were the hosts
of the first inspection of the Harbor. His Honor, Mayor
Murray M. 'Stewart, gave his whole time and attention to
the survey during four days. He instructed the City
Engineer to prepare location plans as required. He per-
sonally inidcated the possibilities of all the sites from
the upper end of the Harbor to the Wilmington Island.
29
Savannah Harbor, Ga. (x).
"Location and Description: This harbor is from
entrance to entrance of harbor 75 statute miles south
of Charleston Harbor, S. C., and 70 statute miles
north of Brunswick Harbor, Ga., and comprises the
lower 20 miles of the Savannah River, Tybee Knoll,
Tybee Eoads, and Tybee Bar, a total distance of 27y2
miles, and varies in width from 600 to 1,800 feet."
"Existing Project: This provides for a channel
30 feet deep with a general width of 500 feet from
the 30 feet contour in the ocean to the quarantine sta-
tion, 10.2 miles; thence 26 feet deep with a general
width of 400 feet to the Seaboard Air Line Railway
Bridge, 16 miles ; and thence 21 feet deep and 300 feet
wide to the foot of Kings Island, 1.3 miles; a total
length of 27.5 miles for a turning basin at West
Broad and Barnard Streets by widening to 26 foot
channel to 600 feet and an anchorage basin oppo-
site Fort Oglethorpe by widening the 26 foot channel
to 900 feet and installing mooring dolphins; closing
South channel by a rock dam 1,100 feet long and
dredging a channel 7 feet deep and 100 feet wide, 0.75
mile between the main river and Habersham Creek,
as a substitute for this portion of the inland water-
way; repair, extension, and construction of training
walls, spur dikes, closing dams, and jetties, with a
total length of 35,015 feet, constructed in part of pile,
brush, and rock and in part of rock with a mattress
foundation.
"The plane of reference is mean low water, which
varies for different parts of the harbor. For the
upper section of the harbor the mean, range of tide is
about 6 feet under ordinary conditions, with an ex-
treme normal tidal range of 8.2 feet, and for the
lower section 6.5 feet and 8.7 feet, respectively. The
extreme height of storm tides exceeds th mean tidal
range by about 6 feet. The tidal range has been in-
creased by the improvement by approximately 0.5
of a foot,"
30
"Condition at End of Fiscal Year: The ex-
isting project is 62 per cent completed. The 21-foot
section of the channel has been improved to project
dimensions, the controlling depth at the end of the
fiscal year being 19.5 feet at mean low water. The
26-foot section of the channel has been improved to
project dimensions for the entire section at different
times, but never throughout at the same time. Due to
shoaling, constant maintenance dredging is ncessary.
The controlling depth in this section at the end of the
fiscal year was 22.7 feet at mean low water, and for the
30-foot section was 24.9 feet at mean low water. To
complete the project and restore depths where fill has
taken place, allowing 1 foot overdepth, requires the
removal of 52,800 cubic yards of material from tlie
21-foot section of the channel, 1,889,500 cubic yards
from the 26-foot section, and 4,116,600 cubic yards
from the 30-foot section, or a total of 6,058,900 cubic
yards."
"Effect of Improvement: Since the improve-
ment was inaugurated, water-borne commerce has
been greatly facilitated. There has been a great in-
crease in the amount of commerce of this port. Ships
drawing 29 feet have cleared from this port, while
formerly 16 feet was the limit. The tonnage and
value have correspondingly increased. ' '
"Commercial Statistics: Foreign traffic included
58 per cent of the tonnage and 37 per cent of the value
of the entire commerce of the harbor, and consisted
primarily of food products, textiles, minerals, and
chemicals ; coastwise traffic included 28 per cent of
the tonnage and 47 per cent of the value, and con-
sisted primarily of food products, textiles, chemicals,
and unclassified materials; other domestic traffic
included 14 per cent of the tonnage and 16 per cent of
the value of the entire commerce, and consisted pri-
marily of food products, lumber, and minerals. The
character of the commerce is ^varied,, and no particu-
31
lar class is carried in any special type or draft of
boat.
"All commerce moved over the entire portion of
the harbor under improvement, except the local ship-
ments, which used only the upper 13 miles of the
harbor.
'The 1920 commerce shows a material increase of
traffic over that for 1919, which is to be expected
under the improved commercial relations. Regular
steamboat schedules were maintained on the inside
waterway, and to northern, southern and foreign
ports. The commerce for the last five calendar years
is as follows :
Comparative Statement of Commerce.
Floate
i Logs.
Calendar Year
Short Tons
Value
Short Tons
Value
1916__
2,748,898
$383,225,768
1917..
2,429,288
478,211,950
1918
1,540,057
479,235,230
1919
1,714,292
597,109,148
22,035
$218,132
1920 _.
2,147,978
608,332,823
11,832
135,161
(x) (Extracts from the Annual Report of the Chief of Engineers, U. S. Army.)
The report presented by the Board of Harbor Com-
missioners of Savannah, to the Board of Harbor, Port
and Terminal Commission, for the State of Georgia, is on
file. It sets forth the offer of the Deptford Tract, as a
Site for the Proposed Port.
Some valuable information regarding the Railway lines
radiating from Savannah was given. The real demon-
strating facts, comparisons and conclusions, however,
have had to be obtained from a study of the Maps avail-
able, of Official Documents, and by Conference with
Practical Men, whose opinions were required to be based
on tangible proofs.
32
The Deptford Tract, a most valuable area of land,
on magnificient water frontage, eminently suitable for
industrial enterprises, is a splendid property.
Were it located so that the centre of a Project of
State Terminal would be not more than half as far dis-
tant, as must be the case, from the centre of business,
viz: the City Hall, it would be worthy of very serious
consideration. But for a centre, four miles from the City
Hall, and in competition with such magnificient Railway
Port Terminals as the Central of Georgia and Ocean S.
S. Terminals, the centre of which is one mile from the
City Hall, and the Seaboard Air Line Terminals, just
across the River from the City Hall ; the Deptford Tract
may be dismissed as far as the present survey and re-
commendations are concerned.
It could not be recommended with hopes for success.
It would not measure up to the requirements, nor fulfill
the hopes of those whose vision is a scheme of Terminals,
which would be of supreme advantage to the State, and
also pay its way.
From the offices of the Strachn Shipping Company, a
magnificient birds-eye view of Savannah and its Harbor
can be obtained.
It was there, overlooking everything, that a Harbor
Terminal Site was found, at once worthy of attention.
In company with Dr. Kittrell, a long and careful view
was taken. "Surely it has been overlooked. ' ' It ap-
peared, on first view, to be ideal.
The City Engineer facilitated a quiet and careful ex-
amination of this location, and made his report to the
Mayor.
The Mayor and his officials facilitated a complete
survey, water front, boundaries and interior.
Was it possible to obtain this site? The courageous,
far-sighted Mayor, Murray Stewart, replied, go ahead.
33
According to every required principle upon which a
splendid picture of an attractive, competing, far reach-
ing, beneficial, State Ocean Terminal, could be measured,
this location fulfills the test.
The centre of the Completed Project would be located
\y2 miles from the City Hall. The Landing Stage would
be three quarters of a mile from the city Hall.
There is ample Water Front for a first-unit of a Port,
sufficient for a City of 300,000 inhabitants, and there will
remain sufficeint for increases from time to time, for a
city of half a million inhabitants, and more.
What would other States and other cities give for such
a Port location?
The Mayor said, "Go Ahead !" Further accurances
were, however, necessary.
The following letter from the City Engineer is, with
authority, incorporated in this report:
April 10, 1922.
"Mr. Frederick W. Cowie, Consulting Engineer C'/o
Hon. S. G. McLendon, Secretary of State, At-
lanta, G-a.
Dear Sir:
' ' I am forwarding to-day a map showing the prop-
erty which may be available as a site for the pro-
posed State Port Terminals. A key may showing
Savannah and vicinity and the various railways en-
tering the city is also enclosed .
"I have endeavored to show on this map not only
the property lines but all structures that would likely
interfere with or which would have to be consider-
ed when making the design of the project. You will
note that the buildings are wooden sheds of not a
very permanent construction and could therefore be
eliminated or incorporated in the design as was
thought best. There are as far as I know no natural
physical obstructions to any plan that might be pro-
34
posed. The general surface elevation above the river
is such that excavated material form the several slips
or basins will just about raise the adjacent lands to a
convenient height above the river and all excavation
can be done by large dredged. Of course all heavy
buildings would require pile foundations.
"On the key map the railways now entering the
City and reaching the proposed site are shown in
heavy black lines. I have shown in red a proposed belt
line but do not think this line is neecssary, because
both the A. C. L. Railway and the Central Railway
already reach the site, the A. C. L. being double track
through the city and the Central Railway double track
part of the way.
From the above description and maps it would
seem that the engineer designing terminals for which
this site was used would have a free hand to do what-
ever was required in order to make a most complete
and modern port terminal.
Yours very truly,
(Signed) W. O'D. ROCKWELL,
City Engineer. ' '
This plan is also filed with the report, and and only re-
quires signatures for identification.
The Mayor, accompanied by a deputation of
citizens, gave assurances as to the site to the Honorable,
the Secretary of State, at a conference at the Capitol on
Wednesday, April 12th, 1922,
With this site. Savannah offers a situation for the\
State Port Terminals, which is unequivocally endorsed.
Without this site, Savannah must necessarily be turned
aside, and Brunswick recommended.
But the City of Savannah, may be left to a realization
of what it will mean ,and relied upon to do what is neces-
sary in the matter; as was confidently assured by his
Honor Mayor Stewart.
35
And after all, it is much more easy to ineerase a Port,
so well known throughout the world, than to develop one
less frequented.
It will be much more profitable, both to those who will
use the Terminal, and those who will own it. That there
are all the Commercial Organizations already within a
mile of the "Warehouses; that there is the " Money
Market, " which it has so wisely been said, "trade fol-
lows/' than to turn to the smaller city of Brunswick.
It is a great satisfaction already, to know a wealthy
and successful Port City has available, so ideal a site.
The distance from the Sea has its advantages, as well
as disdvantages. Tidal waves cannot menace goods in
warehouses or grain elevator machinery. Fresh water in
a Harbor has a great attraction for Steel Ships.
The United States has improved her navigable Rivers
in the past, to meet trade conditions, and can be depended
on for the future.
The proof <of the value of the transportation route
through the Port of Savannah, as established by the suc-
cessful Commercial Institutes of the City; by the splen-
did Steamship Service betwen Savannah and Coastal
Ports, and by the fact that both Steamships and Railways
have favored this Port, and built up a splendid trade.
This would be a splendid foundation upon which to
build.
The Harbor, Port and Terminal Commission for the
\lState of Georgia, may therefore, on the above demon-
strated Grounds, with confidence, open negotiations with
the City of Savannah, for the Site, according to plans
accompanying Mr. Rockwell's letter, on the one hand^
and for adoption loy the State, if so authorised, of fhet
location in Savannah of the State Port Terminals, on the
other hand.
36
CONCLUSIONS
The necessity of .comprehensive Ocean Terminal Pro-
ject for the State of Georgia has been argued. ' That it
would stimulate production has been pointed out. It has
been set forth how it would encourag the establishment of
new industries, both in the vicinity of the Port, and also
in the areas of production, and in regions where there is
abundant and cheap power. It would provide a favorable
uncon jested Commercial route between the great Coastal
cities of the United States and the productive Middle
West.
Capital and labor call for it. The farmer and the pro-
ducer insist that it be provided. The strong united
movement of farmers and producers to obtain for them-
selves all than can be obtained for their products, can-
not be resisted. Moreover, their demands are reasonable
and lagical. It would be a wise move to anticipate
their requirements.
But the wonder of it is, that it would not only be of
benefit to the farmers and producers. It would result
in the general enrichment of the pople and the dvlopment
of progress and prosperity of the State.
" Necessity, " has therefore been demonstrated.
As regards feasibility, that assurance is herin frankly
set forth, by one experienced in the design, actual con-
struction and operation of a great and successful Port.
That the possibilities are excellent for a unique design,
based on principles of success ; and suitable to the loca-
tion; and unrivalled as to Ocean approach; Port facili-
ties, second to none, co-ordination with the City Plan-
ning and Development, and with perfect access for rail-
ways, motor trucks and inland or Coastal Navigation.
Everything essential to be a successful and compre-
hensive Port, could be provided in a manner alike at
tractive to ships and to shippers.
Construction conditions are actually excellent and
economically possible. Fire resisting types are, above
37
everything, recommended. Cut off, or fire fighting
Zones, are possible in such a completely new program of
construction.
As regards approach from the Sea, the "Existing Pro-
ject " as outlined in the Report of the Chief of Engineers,
U. S. Army, is highly favorable, as indicating the view-
point of the Legislators in regard to the Ports of Georgia.
Further channel improvements, as the Port Project
grows, may confidently be left in the hands of represen-
tatives of the people, and to the care of that wondrful
organization under the Chief of Engineers of the United
States Army.
"Feasibility/ 'also is therefore assured.
Financially, demonstration is not possible, either by
facts or figures.
•
To the far-seeing mind, however, the picture of the
trade development, and its far reaching benefits, is suffi-
cient.
Assurance may ,however, be brought home, by the suc-
cess of Ports, not more naturally favored, whose public
spirited citizens have made intelligent efforts to win
prosperity by developing transportation through their
States and cities.
Freight, handled through a Port, from railway car to
ship, or vice-versa, costs anywhere from fifty cents per
ton for grain, to $1.50 for specials, at least one-half of
which goes to labor. Individually, therefore, labor reaps
a rich reward, and in addition, the State prospers.
Montreal is a great city. It has been built up and made
prosperous by its Port. Moreover, the Port, which cost
over $30,000,000 pays handsomely.
Hamburg in 1880, was a State, small in area, with an
old Port and a modest city.
The State came to a decision. They would build a
comprehensive Port, to compete with London, then the
38
market Port of the World, and for the North of Europe.
In 1914, the port of Hamburg was one of the commer-
cial wonders of the world and it was commercially suc-
cessful.
The Port of Manchester is a notable success.
A comprehensive Port ,as outlined, attracting liners,
as well as tramps, in an important financial centre is a
vision which may be accepted as financially justifiable.
A Port has been found of almost superlative ad-
vantages. A location demonstrated as ideal for, the re-
quirements. A scheme, of development is submitted
ivorthy of the State of Georgia and ivith gratefulness the
matter is confined with confidence to her citizens.
PROGRAMME SUGGESTED.
The immediate present is a strategic period in which
to enter upon an earnest effort to develop a great Port.
Rival Ports are straining every fibre to be prepared
for the cycle of increased trade, and prosperity, which is
already in sight.
Last year, and the year previous, costs for materials
and labor were too high. Now constructive costs
are fair, labor is anxious, and interest rates on capital
reasonable.
New Orleans will be ready for the increased trade in
two years, Baltimore in four or five years ; New York in
the same time, Montreal is already ready and is reaping
a rich reward now.
Savannah should be ready in four or five years.
The suggestion is made that the Harbor, Port and
Terminal Commission, of Georgia, and the City of
Savannah ; should get together immediately and close an
agreement.
The city to provide and hand over to the State of Geor-
gia, for a Port Terminal, the area, or substantially the
Area, shown on the plan accompanying the letter of the
39
City Engineer, dated April 10th, 1922. The city to agree
that the Port Terminals, or Free Port "Warehouses, or
assembling plants, allied to the Terminals, and within
these liimts, should be tax free; that police, fire and
water services should be free, and that Street intersec-
tions would be satisfactorily arranged, including the
equal division of the cost of an elevated, vehicular, margi-
nal Street, parallel to the River, across the Terminal
property, with which the Terminal Facilities would be
connected, so that level crossings would be obviated.
The Harbor, Port and Terminal Commission, to agree,
when necessary authority is given, and the Financial
arrangements completed ,to proceed with the construc-
tion of the Port Terminals, for the State, the minimum
of the exepnditure to be Ten Million Dollars, not includ-
ing interest on capital expenditures during construction.
It is amestly rcommnded . that the minimum of ex-
penditure for which authorization is applied, be made
" $15,000,000. "
This would complete a first comprehensive unit, which
would be self-contained, and sufficient for the present,
and would be designed to link up with the next unit when
growing trade called for it.
A very approximate estimate, merely for the purpose
of consideration, may be given in explanation of the
amount mentioned, viz: "$15,000,000."
Docks and Dredging of Basins $3,500,000
Railways and Roadways 1,500,000
Grain Elevator and Equipment 1,750,000
Transit Sheds 1,250,000
Warehouses (including cold storage) 3,500,000
Machinery and Equipment 1,000,000
Contingencies and unforseen items 1,000,000
Interest during construction 1,500,000
$15,000,000
40
Ill this preliminary report, the layout suitable for the
site is not available, and estimates are only given of com-
parable facilities in other Ports, but if immediate com-
mercial and competitive success is to be attained, the unit
should be so comprehensive as to attract and take care
of comprehensive Port business.
FREDERICK W. COWIE.
April 15th, 1922.
HISTORICAL NOTES
SAVANNAH
A French Map, published in Pairs in 1702, which at-
tributes the greater part of the Continent of America,
to France, clearly shows the Towns, Coasts and Rivers
of the Carolinas and Florida, bordering on the Mer de
Virginie"'. "Charlie Fort," (Charleston) "Port
Royal", "Grande R.", "May R.", and "Lac du May",
are indicated. "Grande R." marks the boundary line
between "Virginie" and "Caroline Autrefios Floride",
and is without doubt the present Savannah River. "May
R", is also the St. Marys River, and "Lac du May", the
Okefenokee Swamp. This map, beautifully published in
colors, was by the celebrated "Geographe," N. de Fer.,
and engraved by Van Loon.
A celebrated 'English Map of North America, pub-
lished by Faden in 1710, gives no indication of Savan-
nah, either River or town.
The English Map, published in 1715, by Herman Moll,
Geographer ,gives early and interesting records of
Savannah, and the surrounding country. On this Map
it shows that Carolina had been extended southward
to the "Maria R.", (St. Marys River). Possibly the
first indications of "Georgia," "Savannah R.", and
' * Savanna, ' ' are shown on this old Map. A road or trail
is shown extending from "Charles Town" on the Caro-
lina Coast to "Yasou" on the "R. St. Louis," (Missis-
41
sippi River). At the junction of this road and the "R.
Savanna/' is a town marked "'Savanna," which would
locate it at a point about 120 miles from the Coast,
probably where Augusta now stands. "Charles Town"
is indicated in another insert as an important forti-
fied town and harbour, as wharves are shown.
To illustrate the Foundation and Progress of Savan-
nah and her Harbor, the following quotations are taken
form "A History of the City Government of Savannah,"
1790 to 1900, by Thomas Gamble, Jr.
The scheme which culminated in planting a colony on
the right bank of the Savannah River at Yamacraw Bluff,
now the City of Savannah, originated with James Ed-
ward Oglethorpe, a member of the House of Commons.
During the earlier years of his political career his
energies were enlisted in proposing and supporting
measures for the benefit of commerce and colonization.
It was on Friday, November 17, 1732, that the frigate
"Anne," John Thomas, Master, set sail from Gravesend
with 116 persons on board. There were thirty-five
families in all consisting of carpenters, brick-layers far-
mers etc. Accompanying them, at his own request, to
lay out the land and see them settled properly in the New
Country, was Oglethorpe.
The voyage occupied 57 days. On January 13, 1733,
the "Anne" arrived off Charleston, where Oglethorpe
landed and called on the Governor, who arranged for the
King's pilot to carry the "Anne" into Port Royal, and
for a small craft to carry the colonists from there to the
Savannah River.
Being arrived on the first of February 1733, at the
intended town before night they erected four large tents,
sufficient to hold all the people.
On February 9, Col. Bull and Mr. Oglethorpe marked
out the squares, the streets, and the lots for the houses of
the town, and the first house was begun that day.
42
Oglethorpe's first letter to the trustees, dated Febru-
ary 10, 1733, marks the first historical reference to the
Port:
I fixed upon a healthy situation about ten miles from
the sea, The river here forms a half moon, along the
south side of which the banks are about forty foot high ;
and upon the top a flat, which they call a bluff.
The plain high ground extends into the country 5 or 6
miles, and along the river side about a mile. Ships that
draw 12 foot water can ride within ten yards of the bank.
The river is pretty wide, the water fresh, and from the
key of the town you see its whole course to the sea, with
the Island of Tybee, which forms the mouth of the river ;
and the other way you see the river for about six miles
up into the country.
The first shipment from the Port, was in 1749, when a
miscellaneous cargo valued at $10,000:00 by Harris &
Habersham, who had esablished the first commercial
house in 1744.
In 1765 sailing vessels to the number of 153 received
cargoes at the Port.
In 1766 the City consisted of 400 dwelling houses, a
church, and independent meeting house, a council house,
and a court house.
In 1773 exports had increased to $379,422.
Between 1800 and 1820, the growing commere of the
Port directed attention more forcibly to the necessity of
freeing the river from encroachments and improving it
for shipping. The line of low water mark, a committee
on Council in 1881 reported, was originally about 105
feet from the line of the Bay. A survey was made under
an Act of the Legislature of December 1, 1802. Several
wharf owners were ordered in January 1805 to remove
the encroachments as injurious to navigation.
Wharves, navigation, commerce and port, were, over
one hundred years ago, therefore, occupying the atten-
tion of the business and official authorities in Savannah,
43
The first official census of the population of the city
was taken by the City Treasurer under instructions of
Council and reported on February 20, 1809. It gave the
population as follows :
White population 2,702
Negroes (slaves) __, 2,311
Free (people of color) 329
Total , 5,342
While the city grew greatly in wealth and business its
population after this period increased extremely slowly,
in 1840, thirty years later, the population was but 6,520,
an increase of but 1,178 in thirty years.
The improvement of the harbor and better com-
munication with the interior became imperative. In
October 1825, a Committee on Aldermen were appointed
to inquire as to what means were advisable for deepening
the Savannah River below th city. It was stimated that
nothing effective could be done toward clearing the river
for less than $50,000.00.
The Committee reported on means which would serve
to disclose new sources of wealth, open up a demand for
many of our productions, and show that Savannah is de-
stined to become the "New York'7 of the South.
The Savannahians of this time had an abundant faith
in the future of the Port.
That was nearly on hundred years ago. There have
been disappointments, but not discouragements. Savan-
nahians of to-day, in addition to the faith of their fore-
fathers, have the necessary Public Spirit, and the State
the Credit to carry it through to realization.
Improved inland water communications occupied the
attention of the authorities, and business corporations
for several years, without resulting in the benefits and re-
turns expected. The advent of the railroad, however, not
44
only made possible the development of the interior rich
areas, but made Savannah one of the great Ports of
America.
The history of the development of many great cities
in America is closely associated with the success of local
railway corporations ; but of the many notable examples,
such as the New York Central and New York ; the Penn-
sylvania and Philadelphia; and the Canadian Pacific and
Montreal; none are more worthy of record, than that of
the Central of Georgia and Savannah.
Railroads vastly increasing the value of goods received
at this Port increased the necessity for improvement of
the harbor. In 1840 a Committee of Council, said : The
constant communication with the interior maintained by
means of the railroad has increased our prosperity. Our
energies have at length been aroused. It was declared
necessary to bestow attention on the river to afford an
to foreign and domestic markets.
In 1843 the Mayor wrote that vessels drawing 11 feet
9 inches could only get over the obstructions in the chan-
nel two miles below the city by waiting for favorable
tides.
In 1844 an appropriation was made by the United
States, for the improvement of navigation between
Savannah and the sea, by the removal of the obstructions
in the river.
It is^ a peculiar coincidence that the depth of water
from Montreal to the sea in 1843 was 11 feet, and that the
first navigation improvements were commenced in 1844,
and that the improvements to the River St. Lawrence
Ship Channel have cost approximately the same figure as
the Savannah River Improvements, and that today ves-
sels of approximately the same draft, navigate the two
great Rivers, to the two great Ports; one in the North
and the other in the South.
The twenty years, from 1880 to 1900, have been the
45
period of Savannah 's greatest growth and development.
In these two decades the population of the city increased
from 30,709 to 54,244, its taxable values from $17,300,237
(1883) to $37,180,077, the tonnage of vessels entering and
clearing from the Custom House from 1,242,484 to 2,263,-
225 and the gross value of its commerce from $50,000,000
to $150,000,000.
Artesian well water has taken the place of river water.
The bonded debt of the city has been reduced from
$3,812,100 (1884) to $3,196,350, with no floating indebted-
ness, and its credit today does not suffer by comparison
with that of any other American City.
United States Census of Savannah 1900, Population
64,244.
The rapid strides Savannah has made commercially,
may be judged, by the quotation of some of the salient
facts reported to the members of the River and Harbor
Committee of the United States, in 1906, by a committee
of citizens and officials of Savannah:
Season No. of Steamers Total Net Ton Average Ton
1880-81 43 46,292 1,077
1885-86 62 71,160 1,148
1890-91 99 ,129,253 1,306
1895-96 64 105,148 1,643
1900-01 112 206,876 1,865
1905-06 192 438,829 2,286
The result of the increase in the size of the steamers has
had a most markd effect in the reduction of the freight
rates, as will be seen from the following table, also taken
from actual records in our office :
AVERAGE BATES OF FREIGHT FOR TEN YEARS.
Season Cotton Cts. Phosphate Cotton Seed Cotton See Meal
Per 100 Lbs. Shils Per Ton Shils Per Ton Shils Per Ton
1896-97 44 25 14 5 30
1897-98 43 30 14 _._. 16
1898-99 48 20 13 6
1899-00 40 30 14 11 25
1900-01 42 65 14 7
1901-02 25 11 5 12
1902-03 21 90 99 11 3
1903-04 26 75 97
1904-05 24 50 92 14
1905-06 30 85 15 12
46
This reduction applied to the exports of 1905-06 as per
following table :
On cotton Shipments $696,063.00
On phospahte shipments $276,179,04
On rosin shipments 1 20 , 000 , 00
On turpentine shipments 39,900.00
On cotton seed shipments 20,253.00
On cotton seed meal shipments 23, 418 .24
$1,175,813.28
Show a saving in freight of $1,175,813.00 for one year.
The exports of Savannah for the year ending June 30,
1905, were more than the combined exports of Norfolk,
Newport News, Wilmington, Charleston, Brunswick and
Femandina.
SAVANNAH'S EXPORTS FOE 1905 GREATER
THAN COMBINED EXPORTS OF ALL SOUTH
ATLANTIC PORTS.
Ports Value Exports.
Wilmington $17,481,566
Newport News _ 15,773,353
Brunswick 9,449,004
Femandina 7, 874 , 104
Norfolk 7,654,810
Charleston 3,358,725
Total $61,591,562
Savannah's Exports, 1905 ... .$62,244,837
A glance at the map of the United States will show
that owing to the curvature in the coast, Savannah is
nearer to Omaha, Kansas City, St. Louis, Memphis,
Nashville, and other Western cities than either New
York, Philadelphia or Baltimore.
COASTWISE STEAMSHIP LINES FROM
SAVANNAH, GEORGIA.
Line To No. Vessels Tonnage.
Ocean Steamship Co New York and Boston 9 34 , 500
Merchants & Miners Trans. Co-Baltimore and Philadelphia 7 17 , 100
TOATL to four Ports. 16 51 ,600
Tons of freight handled by regular coasrwise steamship lines, 1905,
depth of water 26 feet t inches. _ 1 , 022 , 779 .
47
RAILROAD SYSTEMS CENTERING AT
SAVANNAH, GA.
System Mileage States Tracersed
CentraFof Georgia Pi , 845 Georgia'and Alabama
Seaboard Air Line |2,612 Virginia,*! Nort h Carolina, South
| Carolina, Georgia, Florida, Ala-
^'-^&n bama.^»f **!**•..• * ; * , ^^
AtlanticXJoast Line ^4 ,0341 Virginia, % Nort hi Carolina , South
Carolina, Georgia, Florida, Ala-
bama, to"* *'• r- ''• 'Mi
Southern 7,139 Virginia, North Carolina, South
Carolina, Georgia, Florida, Ala-
bame, Mississippi , Missouri,
Kentucky, Tennessee.
4 Systems 15 , 630 10 States. Population 16,000,00.
When the great Southern agricultural, mineral and
manufacturing belts are considered, Savannah's super-
iority as a port of outlet is so pre-eminent at a glance as
to require no supporting figures.
(Signed by) WM. W. WILLIAMSON, Chairman.
HERMAN MYERS, Mayor,
and
Members of the Committee.
It is only necessary to judge by the past records, which
show how coincident have been the developments of
transportation, the growth of tthe Por of Savannah and
the prosperity of the State ; to with supreme confidence,
take up the next step, which cannot be otherwise than by
public action, the Development of the Port of Savannah
Marketing and Comprehensive Lines.
SAVANNAH 1920 AND 1921.
Population U. S.? Census 1920 _ _83 , 000
Bonded debt 1920. _T $3,719,000.00'
Bonded debt 1921 $3,641,500.00^
Number vessels entering port 1920 850
Number vessels clearing port 1920 850
Number vessels 1921 819
Tonnage 1920 (total) 2,031,267
Tonnage 1921 (total) _ . _ 2 , 233 , 330
No. vessels first six months 1922 461
Tonnage first six months 1922 . 1,232,257
Total assessment for purposes of taxation 1920 $73,000,000
Toral assessment for purposes of taxation 1921 79,000,000
FREDERICK W. COWIE.
July 15th, 1922.
48
THE PORT
AND
ITS RELATION TO PRODUCTION.
From earliest times the Port has been recognized as one of the
most vital factors in connection with the security, commercial
success and national supremacy of the Countries of the World.
In History and in Art, the Port has been a frequent theme of
description and illustration.
By a careful analysis of historical records it may be accepted
that the Port has ever developed the Country, rather than been
a result of actual commercial supremacy.
In modern times the Port of London, resulted in England's
Merchant greatness. Hamburg made Germany a great Maritime
Nation. New York and the Erie Canal, resulted in the develop-
ment of the supremacy of the United States, by opening up the
Middle West. The Port of Montreal is doing the same for the
North West. Savannah with proper facilities may result in a rich
and prosperous South East.
Of Natural Harbors there have been many, but of successfull
Ports in Natural Harbors few. Commerce in ancient times, and
possible traffic in modern times, have ever been essential. They
are particularly requisite today, in the days of large volume and
small profits.
Shipping and Ports have developed in close relation. In early
times when ships were small and commerce limited Ports or Har-
bors were merely places of shelter. Trade routes passed through
the most convenient and best sheltered Ports without regard to
facilities, shipping profits being so high as compared with tonnage.
Ports were improved in time, and facilities provided to suit the
character of business.
First an association of merchants, made the Port for their own
ships and their own Commerce. Then when Commerce became
the life of the Nation, the State assumed authority.
As shipping increased and commerce progressed, improved Port
facilities were made necessary. Many the Port which had reached
49
a period of prestage and prosperity, but did not grasp changed
conditions and new opportunities, has passed out of sight and
lives only in History.
The establishment of trade routes, and of commercial connec-
tions is a matter of long and insistent effort. The labor of years,
however, may be destroyed much more quickly, and when once
dislodged, it is more than ever difficult of re-establishment.
As Shipping Merchants became prosperous they developed
markets for the exhibition sale or exchange of their wares; later
the warehouse, where their merchandise could be stored for safe
keeping, and so as not to detain the ships.
In modern times when the Spirit of Discovery spread through-
out the world, Maritime Nations rose to new prominence. Na-
tions and States became interested in their Commercial Develop-
ment. Ports then became matters of National consideration.
Later as in the case of Nations, it became the first consideration
for Cities. Port Cities prospered, the surrounding territory
shared in the advantages and the value of Port being demon-
strated every enterprising Community set itself out to develop a
Port.
Commercial Ports in earliest times, were developed by mer-
chants, who owned ships. Ships were the basis of the Commerce
and of rich profits. The Ports were Harbors for these ships, and
Natural Harbors were improved for them. They were by the
merchant owners.
Commerce was not always, by influence or enterprise, directed
according to the best or most economical routes, even though the
Spirit of effort for the good of the Community, was manifest.
Three essentials have ever been present in connection with
successful Port Developments: —
Commercial Requirements,
Public Spirit,
Courage to Carry out a Vision.
Some Ports were successful, many were not. The successful
had the Necessity, the men of Public Spirit, and the men of
Courage.
The un-successful, may have had the same business necessity
without public spirited Citizens, or without the courage to carry
out their vision of what should be. In many cases there have
50
been public spirited Citizens of the most noble type who have
sacrificed their energies to mistaken visions, business necessities
not being available to back up their expectations.
In all cases therefore Ports were developed with a view to ex-
pected returns to Merchants, or prosperity to Cities, or commer-
cial greatness to Nations.
Fundamentally, as Commerce was created, Ports were develop-
ed by Merchants and Ship-owners, or by Cities and Nations.
Later came special commodity Ports for bulk cargoes of coal,
ore, timber, etc. These in many cases were built by special in-
terests at their own cost, not being dependent on other commerce,
and their location and type were only of interest to their owners.
Inland Canal Navigation not only aided in the development of
the interior areas, but had also an important share in the building
up of the Ports when, later, Railways became such a tremendous
factor, and when Transportation became a fact as well as a word,
Railways in their individual interests began to build Ports at the
terminal of their main lines, without regard to general co-ordination
or to National economy. Duplication resulted. The most valu-
able water front sites were held and not used to capacity. Termi-
nal interchanges, and lighterage, added to Port costs The
Railway Port development has not cheapened transportation nor
has it been attractive to ships.
Later still industrial Ports became necessary with the same
results. Co-ordination and comprehensiveness not being the
principles upon which they were designed.
For example, considering modern Ports only:
Market Ports; London, Hamburg, Antwerp, Marseilles, Con-
stantinople, Calcutta, etc., were built for merchants, shipowners
and ship builders.
Bulk Cargo Ports; as exemplified by Hull, Cardiff, Superior,
Erie, Norfolk, Mobile, Pensacola, etc.
Industrial Ports such as Providence, Detroit, Philadelphia,
New Castle-On-Tyne, Manchester, Belfast, Bremen, etc.
51
Canal Ports; Buffalo, New York, Montreal, Manchester, Ant-
werp, Hamburg, etc., all fortunately followed up and aided in
development by Railway Transportation.
Railway Ports or Terminals; in almost every city having a
water front.
In America the development of Railways has evolved a nation
of Master Minds. As a result of this genius, immense distances
have been overcome, interior settlement possible, shipments to
distant markets and all the benefits of the interchange of products
and even luxuries of the world, made profitable.
Competition has resulted in splendid services, and at one time
in cheap Transportation, Railway building was necessary. It
made the country, but the building by each railway company its
own terminal at every point on the coast, was a tremendous error
on the part of the otherwise perfect team work of the competing
Railway Corporations.
A Port must fundamentally be comprehensive, if it would be
successful. To be comprehensive the number must necessarily
be few and the location logical with respect to trade routes, com-
mercial necessities and producing or consuming areas.
A Port grouped in name only, and not by co-relation, is only
a slight improvement over distinctive units in the one city.
It cannot be expected that a single railroad will build a com-
prehensive Port, for the commerce of its rivals. A single City,
however, greatly to be benefitted by the Port, cannot be expected
to finance a Modern Scheme, which is National in its benefits.
Coal, Ore,' and other bulk freight interests, require a distince
treatment, but even these interests, in most cases, may be hand-
led economically and to advantage, in a Comprehensive Port.
But when it comes to Agriculture Produce, the vital factor, the
life giving blood of a nation; the necessity of a Comprehensive
Port is convincingly apparent. It is immediate in its results.
It aids production and it cheapens food prices.
General Cargo Ships make a Port successful. General Cargo
Ships are attracted to a Comprehensive Port where ships may be
loaded with general merchandise, with a supporting cargo of
52
grain or other bulk freight, all loaded at one berth wi thout delay
and with economy in Port, and handling charges.
The Comprehensive Port is the Port of the present time. It
is a necessity for the farmer. It is reasonable that he should have
it. It is a factor which will make success rather than failure. If
such a Port is not provided for the farmer, what may be expected?
He will undertake to provide it for himself and possibly not along
the best lines for other interests, of the country.
The farmer has found that by Co-operation he can build, and
own, his own Grain Elevators. He operates them according to
his own views, and to his own advantage. He gets satisfaction
and he finds that it pays: It pays better than any other invest-
ment in which he can put his cash, if he has any, or credit, which
he can usually obtain.
The Farmers' Country Elevator System has extended to the
Terminal Elevator. Grain is only one of the products of the
Farmer. The Port Terminals and Marketing Facilities will be
the next undertaking of the Farmer, if not supplied by the Nation
or the State.
The co-operative marketing system is being found successful.
Where will it lead to? Wise Counsel and Co-operation with the
Farmer, would be for general good.
A farmer has not the special training for the best success in all
these special branches of commercial and business enterprises.
The Farmer would not think of it if he did not observe the success
of many men with no more training and without half as much
energy and effort as it required for successful Production, and
especially if he was not aware of the difference between the prices
he receives and what the consumer pays.
Frankly, do you blame the farmer if he "takes matters hi to his
own hands", to obtain what rightly or wrongly he considers is
his just due?
The tragdey of it is, the certainty of a movement along wrong
lines. A successful "buyer" is not born, he is made. He is the
survival of the best of many who start and by talent and indus-
try, succeed. The same applies to the seller.
53
The Farmer understands that experience is required for both
buying and selling. If, in the marketing process, his interests
are safeguarded, he is satisfied. He fears the speculative buyer,
and he distrusts the middleman. His efforts to obtain his due
share of the price paid by the consumer for his products, are not,
however, revolutionary. He knows that his demands are reason-
able, and if he is not given marketing and handling facilities
which he considers proper for the handling of his products, he is
not given to folding his hands.
Later on Organized Labour will join the Farmers movement, if
the prices he, the consumer, pays does not bear a proper relation
to the price obtained by the Farmer.
Why not anticipate the movement, which can not be fully and
properly developed by Farmers, or others not specially trained
along these special lines? Why not give the Farmer the facilities
he needs, the best possible price obtainable, and the marketing
and financial facilities which the Country owes him, for his life of
hardship, and isolation? Why not give organized Labor cheaper
necessities of life? Production is necessary, it should be aided,
labor is necessary, it should be encouraged.
These are serious questions for Transportation Interest for
Merchants, for Exchanges, for Port Authorities, for Board of
Trade, for Municipalities -and for States.
Aid to the Farmer would in the end enrich the Transportation
Interests by increasing the volume of freights. The Merchants
would have a larger turn over. There would be more business in
all directions, and to the community, the benefits would be
general.
God knows, Public ownership is fundimentally at odds wich
the principles upon which the world has prospered. But if there
is one exception it is the Port. The Port is, it must be, a com-
munity interest. If provided by the People it is liable to furnish
what is required. If operated under their direction, it is likely
to give satisfaction; duplication will be avoided, Economy must
result.
To be successful, a Port must be comprehensive, co-ordinated
and self-contained. A Port designed in the Country's interests,
54
may be built with the Country's credit, and should be a credit to
the Country.
The Ideal Port stands for cheap transportation, careful hand-
ling, safe storage, marketing when prices are favorable, and ship-
ping when tonnage is available. It results in economy of time,
space and condition.
This type of Port, will surely pay; because it will get the busi-
ness. It fears not competition.
There must, however, be great care exercised in looking to the
strategic position for the Port. There must bs business in view.
The site must be ideally located, with regard to population and
business centres. A distinct improvement on existing facilities
is essential, or why undertake new ones. There have been many
failures and only a few successes, but experience is a good teacher.
It follows, therefore, that if we have demonstrated the neces-
sity of the Port for the Farmer, it may be accepted that in their
own interests, the Railway interests, the Financial Institutions,
the Commercial Organization, the Shipping Agencies, the Indus-
trial Concerns, the Merchants, the Importing Houses and the
Exporting Companies, together with the Co-operative Societies
will give their support to the Port Development. To some it
will at first be a sacrifice, to some an immediate benefit, but to
the community in general, no possible factor could bring such
immediate and lasting advantages.
On the other hand, the Port Project must be designed so as to
retain the good will of the Community
The Farmer requires, and -must have facilities for receiving
caring for, storing, marketing and shipping his products. The
interest of the Farmer and the interests of the Port Authority
must be the same, economy, care, security and skill.
The Transportation Companies must have impartial service.
In addition to up-to-date facilities, and economical equipment,
the Port must be operated, not according to usual public service
methods, but according to Commercial standards, where effi-
ciency receives its due reward.
The Merchant looks to an attractive location, having conven-
55
lent access and the most modern facilities. For his merchandise
he must have safety from pilferage, and freedom from undue fire
hazard.
For the Ship there must be a safe and convenient berth, with
sufficient depth of water, at all stages of the tide; convenient
shore offices for Agents and Officers; freight handling facilities,
and such labor saving device as may be economical ; ample transit
shed space, trackage, railway sidings, etc., as will permit a cargo
to be discharged and a full cargo loaded, per week, at each berth.
The Port facilities in general, to be designed for a maximum ton-
nage, and to eliminate duplication and unnecessary berths.
The governing principles in Port design and operation, directly
in favor of Production, are also the principles by which the Port
may be of direct benefit to the general commercial prosperity of
the Country.
ECONOMY. — Transportation and handling economy, in Port
Costs, should add a distinct percentage to the price paid to the
producer.
RECEPTION AND STORAGE. — The producer, during the harvest-
ing season, can be forgiven if he is anxious to have another man
look after the receipt, condition and shipment of his perishable
products. The Port may supply the facilities.
MARKETING. — To obtain his due share of the consumers buy-
ing price, is the dream of the Farmer. The Port may do more in
this direction than any other institution.
ADVERTISEMENT. — Judicious advertisement will result in greater
demand for products, better prices and in foreign cash. A suc-
cessful Port Market makes attractive advertising.
DIVERSIFIED PRODUCTION. — A comprehensive Port, will result
in a comprehensive market, more widespread shipments and
general producing and transportation prosperity.
Georgia, the "Empire State of the South," can produce almost
all of the necessities of life, and most of the luxuries. It should
be very prosperous. One hundred years ago it was the sixth
state in the Union in the value of her exports.
56
The numerous cities are prosperous even though manufactur-
ing is low as compared with the average in the United States.
It has been said that City Merchants are prosperous because
they make money both ways. They buy and sell not only Georgia
products but they import and sell hundred of millions of dollars
worth of food stuffs annually brought from other States, many
being capable of production in Georgia.
How splendid the efforts of educational and public spirited
leaders who have been engaged in attempting to solve this prob-
lem of producing, rather than importing articles of daily use and
consumption, which could be produced in Georgia.
Already there is improvement reported. The money coming
back into Georgia is now considerably in excess of the money
paid out of the State, and this is a sure sign of permanent pros-
perity.
A STATE PORT WOULD INCREASE THIS
IMPROVEMENT.
The Farmer particularly fears "over production", many of his
products are perishable. The market is frightfully susceptible
when perishable crops are abundant, and everybody wants to
sell with the resulting sacrificial prices.
For Cotton there is a stable market There are machinery,
equipment, and financial resources to handle Cotton; and the
producer obtains market prices and immediate returns, without
the fear of "no market, perishable loss, or sacrificial prices."
But, as a result of necessity, Cotton, always "King", is to have
rivals in Georgia. There will be a surplus of many valuable
Georgia products available for sale to distant markets, if they
can reach these markets in good condition.
Take for example "Pecans" : If you go to one of the important
cities of the North, in February, and look into one of the large
storage plants, you will see large stocks of pecans They were
bought in Georgia, at such prices as could be obtained when
every pecan grower desired to sell, having no suitable storage.
They were purchased by speculators and shipped to the North
57
and only put on the market in small quantities and at high prices.
They were in a safe cheap storage and the owners could afford to
wait.
The price at the orchard may have been 25 cents per pound.
The cost in the best shops in Buffalo, Chicago, Detroit, Toronto
and Montreal, from $1.00 to $1.60 per pound, and they cannot
compete with almonds from the Mediterranean.
It has been enunciated that the producer has a fundamental
right to two-thirds of the sale price, to the consumer, for products
not requiring manufacture. The average price received by the
pecan growers in Georgia, delivered at the nearest depot, has
been given as 25 cents per pound. There would be splendid
money in them at 35 cents per pound. A comparison between
approximate actual conditions and approximate business after
the State Storage and Marketing facilities are in working order,
may be given as follows :
Actual present conditions, Pecans. — Producer at depot, 25c,
buyer lOc, freight to New York, 02c, Cartage, etc , 01 c, inci-
dentals, 02c, Cold Storage, 05c, Speculators profit 100%, 45c,
freight to Montreal, 02c, Duty, 12c, Jobber, 06c, Retail in small
quantities about 50%, 40c making the price to the Consumer
$1.60; the actual price for paper-shell pecans in Montreal in
February 1922, and as may be imagined a very small volume of
business.
Only a few years ago, however, this luxury could be purchased
in Montreal at $1.25 per pound, and there was a considerable
business.
Probable conditions when Cold Storage plant is in operation at
Savannah, Georgia:
PECANS. — Producer, 35c, Buyer, 05c, Freight, 02c, Inspection,
etc., Olc, Cold Storage, 05c, Sales, 05c, Freight to Montreal, 02c,
Duty, 12c, Incidentals, Olc, Jobber, 07c, Retail large quantities,
25c, making the price sold to the Consumer $1.00. At $1.00 per
pound there would be no competitor, and the market for Georgia
Pecans would be almost unlimited.
The Port Cold Storage warehouse will correct many an injust-
ice. There will be fair profit to buyers and sellers; and a much
58
larger volume of business. It will bring buyers from Northern
Cities to Auction Sales. They will buy for the requirements of
their Community and have regular shipments from warehouses,
during the winter. The turn-over will be multiplied ten-fold
and this much desired delicacy will be available in the North, at
prices which will compete with almonds, walnuts, and brazil nuts.
Similarly the Cold Storage Warehouse will relieve the daily
anxieties of the Farmer regarding over production, forced selling,
selling, speculative buying, eockages which he cannot successfully
dispute, shortage of cars, harvesting when not at best so as to
permit of shipments to distant points, middle men, speculators
and unnecessary handling.
He can obtain directions as to condition, container, packing,
inspection, methods of transportation and then deliver by motor
truck, or forward by railway, his products to the Port Ware-
house. Here they will be received by a State Employee who will
inspect, take delivery put in warehouse and give a warehouse
receipt.
Co-operatively, auction sales, or sales according to sample,
may be carried on, and the buyers from distant cities may then
order regular shipments by refrigerator cars, as desired.
It will increase production, it will add to the selling price, it
will cheapen food to the consumer, and by greater volume, there
will be general enriching profits.
This is one phase of the "Port and its Relation to Production".
It could be written and its "Relation to the Farm".
From "Production" we may turn to "Consumption".
In the proper balance of population and industry, there are
consumers who must buy the necessities of life. Arguments
have been advanced that the Cold Storage Warehouse keeps up
prices. It may be admitted that it results in stable prices, and
prevents Saturday-night bargains. By preventing waste, how-
ever, it adds to supply, and it is quantity available for sale, that
regulates the price.
Then again, if the season for an attractive and useful food is
made three months, instead of one month, there is a direct econ-
59
omy to the consumer and in general the condition of all foods
offered for sale is improved.
But, what about the Merchant? The Producer is a reasonable
man. As soon as he receives his fair share, he will be satisfied.
It is injustice, he is up in arms against. The Merchant will have
a greater turn-over. There will be safe storage for perishable
products. He need not add a high percentage to his price to
offset usual perishable losses. The Merchant will prosper, though
the Speculator and the Jobber may disappear.
Production will be made profitable and prosperous, Industry
and Labor will be encouraged and benefited. Transportation
will be bettered by the increased volume of freights. Trade will
be stimulated. Banking will proportionately increase, and the
State will be enriched both by Population and Wealth.
The Port relation to Production, does not stop at the ColP
Storage Warehouse. Production depends to an important extent
on Fertilization. The cost of fertilizers is an important item in
the cost of production. Fertilizer materials are almost all im-
ported. The manufacture of fertilizers is being carried on at
many inland points. The tonnage of these fertilizer materials is
high. The Terminal which may economically unload ships; de-
liver direct to cars; or store and ship in car lots to suit interior
Factories, will aid substantially towards cheapening fertilizer.
Raw Products manufactured at home, either for consumption or
shipment outside, leaves an incredible amount of money in the
State.
The four States; Georgia, Alabama, South Carolina and North
Carolina; expend in one year for Fertilizer, $162,000,000.
The total expenditure for Fertilizer in the United States amount-
ed in the same year to $326,000,000. One-half the United States
Fertilizer, and more in other tributary States, would be directly
affected by economy in handling, storing and shipping Fertilizer
to the. various manufacturing plants.
How much would that feature aid Production?
There is also Cotton. How can the Port aid Cotton Produc-
tion? This is a serious question. There are facilities, and excel-
lent cotton in Savannah. But does Savannah ship as much cot-
60
ton from Georgia and from tributary territory as she logically
should? If not, why not?
Why should not Savannah be the great central cotton market
of the South? There is everything to be gained. "Georgia cot-
ton direct from a Savannah Cotton Market to the consumer", is
logical and it would bring to Savannah incalculable returns. The
Savannah Cotton Merchants are equal to the occasion. They
have no superiors in New York or Liverpool. The Banking
Houses of Savannah are more than able to cope with the financial
requirements.
In order, however, to realize this, Savannah must be made a
superior storage and shipping point, to New Orleans, Galveston,
Charleston, Brunswick, Mobile, Norfolk and New York.
If Savannah became the Cotton Centre, with cheap handling,
safe storage, and convenient shipping facilities, Savannah would
not be the Third Cotton Port in the South, but the First.
Naval Stores is another instance of a relation between the
Port and Production
Mr. Ucker made a public statement that there are thousands of
acres of the Coastal Plain of the South, suitable only for the pro-
duction of Lumber and Naval Stores. That with the natural
phenomenal growth of Pine in this area, naval stores for which
there has been found no substitute, will continue to be a product
for export.
Naval Stores is also a matter of heavy tonnage, and by facilities
a great saving may be affected by proper Port lay-out.
The Relation of the Port to Production may be particularly
exemplified by the value of Facilities of the Storage and Handling
of Grain.
One would expect the success of the Montreal Terminals, where
with Grain Elevator capacity of only ten million bushels; installed
at a cost of less than eight millions of dollars; JUST UNDER 140
MILLION BUSHELS OF GRAIN WERE RECEIVED AND SHIPPED IN 1921.
And more was offered if there had been sufficient accomodations.
Practically none of that grain was grown within a distance of one
thousand miles of Montreal.
61
Fifteen years ago there was a Modern Elevator in Montreal
Harbor, but for two or three years the business did not pay the
operating expenses, much less the interest on cost. By Co-ordi-
nation of facilities, resulting in. a Port, attractive to Ships and
economical to the shippers, the record of Grain Shipments for
1921, may be explained.
The following figures for 1921, show the quantity shipped by
Montreal in her seven months season of navigation as compared
with twelve months season at the other ports :
Montreal 138,453,980 Bushels
Galveston 94,173,049 Bushels
New York 84,698,581 Bushels
New Orleans 73,689,309 Bushels
Baltimore 55,314,808 Bushels
Philadelphia 46 ,749 ,286 Bushels
Portland, Me.. 13,859,040 Bushels
St. John, N. B 10,638,339 Bushels
New Port News 485,118 Bushels
It is an Act of God, that the rich No. 1 Wheat growing areas
of America are largely in the far West and North West.
But there are immense areas in the South and Middle West,
where corn and soft grains, such as oats, barley, etc., grown as
no where in the world; and this area is just as tributary to Savan-
nah as the West and North West is to Montreal.
The Farmers are vitally concerned in saving a fraction of a
cent per bushel even on a million bushels, and more especially on
hundreds of millions. There are many grain routes via Ocean
Ports. The freight rate, is in many cases the same, but if there
is an excess cost in the Port of a fraction of a cent a bushel, some-
body loses it, and take it from me it is the Farmer.
FREDERICK W. COWIE,
JULY 15th; 1922.
62
THE PORT OF SAVANNAH
AND
THE TRANSPORTATION PROBLEM
What is the Transportation Problem?
How may the Port of Savannah help to solve it?
These are two questions, one of which any Georgian may ask,
and the other which every Savannahian should be ready to answer.
The Middle West, the South, and Georgia have the necessity,
they have the opportunity of increasing Production. It may be
as easy to produce in Georgia, as in the Mississippi Valley; it may
be easier, but transportation may favor production in one dis-
trict, and discriminate against it in the other.
Transportation therefore is one of the prime factors.
A most magnificient Organization and some of the best minds
in the Country, are engaged on the one Question of Freight Rates.
Their object is to aid Production and to cheapen the Necessities
of life.
But there are other factors besides freight rates.
The Port in some cases is a greater factor than freight rates,
and all cases is of prime importance, and in every case it is the
the easiest to Ameliorate.
In addition to aiding Production, Transportation pays tolls
along the line of route.
A City is prosperous or otherwise according to its Railway
Connections. A State may develop or go behind, according as to
whether her Lines of Transportation are flourishing or not.
To have Transportation in a State and through a State, we
must have Port Facilities.
Cotton will serve as one illustration:
From Official Records, one-third of the Cotton grown in the
United States, is produced in Georgia and the four adjoining
States, all of which would be naturally tributary to a Port at
Savannah.
63
Assuming the Annual Crop at 15,000,000 bales, and allowing
one-third to be manufactured in the South, there would be a
balance of 10,000,000 bales for shipment by one of the various
routes, one-third or 3,300,000 bales naturally tributary to Savan-
nah.
What better solution of the Transportation Problem, than the
Establishment, by Georgia, of a Port, which will not only attract
Ships by its offer of Comprehensive Cargoes, but by Co-ordina-
tion of Facilities and Mechanical Handling, will reduce Port
Costs, so that with the lower Ocean Freight Rates, SAVANNAH
WILL BE ON A PAKITY WITH THE PORT OF NEW ORLEANS EVEN
FOR OKLAHOMA COTTON.
It is only necessary to Study the Port Tariffs on Cotton : In-
surance may be reduced, on an average of 10 cents per bale;
Lighterage and Barge loading may be eliminated, resulting in a
saving of 20 cents; Port Handling Costs may easily be reduced
by 15 cents; Distributing Economy 10 cents; Ocean Freight Dif-
ferential 35 cents; making 90 cents per bale, which is exactly the
difference between the Freight Rate from "Oklahoma to Savan-
nah, as compared with New Orleans.
WHAT WOULD IT MEAN TO SAVANNAH DURING YEARS OF A
SHORT GEORGIA CROP?
The Cotton movement would probably be a more favorable
Transportation and Port Business than any other; which, by co-
operation between the Railways, the Port, the Steamships, the
Merchants, and the Financiers; could be diverted to a Modern
Port at Savannah by organized GUNNING for it.
The Cotton business alone, would pay a large proportion of the
Port Development, and every man and every business in Georgia
would benefit.
Grain is another commodity, of prime value to Transportation
and Port Business.
The ratio of the Port Costs to general Freight Rates is com-
paratively low, but in this case the Grain Owners, control the
route, and it is well known that Ships, Port Facilities, Convenient
and Safe Elevators, and no Demurrage, are factors, which, with
64
Standard Official Freight Rates, govern the Grain Owners in
their choice of route.
On the other hand, a Port without Grain Handling Facilities, is
like a Bank without silver coin. A customer will go to the next
Bank, where he can obtain both notes and silver. Similarly
with Ships. The certainty of being able to obtain a certain
amount of Grain is a great inducement for Ship Owners to send
their Ships to a Port. It makes the Port more Comprehensive.
Grain products, flour, etc., are also important items of Trans-
portation. Wheat may be handled from the Railway car into
the Ship at 50 cents a ton, but Flour under ordinary Port Con-
ditions, costs over double the cost for Wheat. In the one case,
modern mechanical facilities designed for a large movement have
reduced the costs, while flour, being comparatively new as a
heavy movement, has not received the same attention by Port
Authorities.
A careful study is recommended of the Census of Agriculture
of 1920, and the summary prepared under the supervision of the
Chief Statistician for Agriculture. A copy of this summary and
other Official Documents were kindly furnished by the Hon.
William J. Harris, of the United States Senate.
Transportation Authorities, and I know of no better than
Charles T. Airey, Vice-President and Traffic Manager, Central
of Georgia Railway Company; give the assurance that, in general,
with modern economical Port Facilities at Savannah, Transpor-
tation conditions would favor a heavy movement from the fol-
lowing areas:
Georgia The State
South Carolina one-half
Tennessee one
Kentucky One
Ohio one-quarter
Indiana one-half
Illinois one-half
Iowa one-quarter
Missouri one-half
Arkansas one-quarter
Mississippi one-quarter
Alabama one
65
THE VALUE OF ALL FARM CROPS in the United States is given
as 14,755 millions. THE VALLUE for the area included in the
States and partial States, given above, is given as 3,284 millions.
OR APPROXIMATELY ONE-FIFTH.
THE PRODUCTION OF CORN in the United States is given as 2,346
million bushels. The production in the twelve States or partial
States, is given as 699 millions OR OVER ONE-QUARTER.
WHEAT ONE-NINTH; OATS ONE-EIGHTH; and BARLEY, RYE,
ETC., in SIMILAR PROPORTION.
With navigation conditions favorable all the year round, is any
further argument required regarding the value at Georgia Port of
Facilities for the Storage and Handling of Grain.
In general, the Transportation Problem of the South and
Middle West, may be considered as follows :
1. Transportation between Interior Production Points and
the Port.
2. Port Facilities and Costs.
3. Ocean Freights.
(1) A careful study of Railway Freight Rates results in the
assurance that the Port of Savannah, is in a very favorable posi-
tion, from Production centres in the Middle and South West, as
compared with North Atlantic Ports, but at a disadvantage a?
compared with her important competitor, New Orleans.
66
The following table, from figures supplied by the Savannah
Traffic Bureau, is of considerable interest:
CLASS RATES FOR EXPORT, SHIPSIDE DELIVERY, EFFECTIVE
JUNE 30, 1922
FROM TO First Second Third Fourth Fifth Sixth
Class Class Class Class Class Class
CHICAGO
New York
1
.57*
1
.38*
1.05
.73*
.63
.52*
South Atlantic Ports
1
.50
1
.32
1.00
.70
.60
.50
New Orleans
1
.50
1
.32
1.00
.70
.60
.50
DETROIT
New York
1.23
1
.08
.82
.57*
.49
.41
Sout hAtlantic Ports
1
.17*
1
.02*
.78
.54*
.46
.39*
New Orleans
1
.17*
1
.02*
.78
.54*
.46*
.39*
INDIANAPOLIS
South Atlantic Ports
1
.39*
1)22*
.93*
.65*
.56
.46*
New Orleans
1
.39*
1
.22*
.93*
.65*
.56
.46*
CLEVELAND
New York
1
.12
.98*
.74*
.52
.44*
.37*
South Atlantic
Ports
.06*
.94
.71*
.50
.42*
.35*
New Orleans
1
.06*
.94
.71*
.50
.42*
.35*
ST. LOUIS New York 1.84*1.62 1*23 .86 .73* .61*
South Atlantic Ports 1.71* 1.50* 1.13* .78 .66 .54*
New Orleans 1 .36* 1 .2q* .91* .64 .54* . 45
CINCINNATI New York 1.37 1.20* .91* .53 .45 .37
New Orleans 1.28 1.13 .85* .60 .51* .42*
LOUISVILLE New York 1.57*1.38*1.05 .73* .63 .52*
South Atlantic Ports 1.19 1.04 .78 .53 .45 .37
New Orleans 1.28 1.13 .85* .60 .51* .42*
This shows that from these points class rates favor Savannah
over New York in every instance, and with one exception, better
or equal to the Port of New Orleans.
(3) As regards Ocean Freight Rates, North Atlantic Ports,
take the Normal Rate. South Atlantic Ports 7>£ cents per 100
Ibs., higher, and New Orleans another 7>£ cents increase.
Considering Transportation therefore, as a whole, it is "Any-
body's" Business, as regards Freights both Railway and Ocean;
and the vital factor is
THE PORT, AND COMMERCIAL INFLUENCES; and these factors
of the Transportation Problem are both capable, in a marked de-
gree, of solution.
67
MONTREAL, IN THE NORTH, has demonstrated a solution by
offering, WITH SUCCESSFUL RESULTS, A MODERN, COMPREHEN-
SIVE, CO-ORDINATED, CONCENTRATED, PORT SYSTEM.
NEW ORLEANS, ON THE GULF, is SOLVING THE PROBLEM AS
REGARDS FREIGHTS, BUT CANNOT BE COMPREHENSIVE AS REGARDS
PASSENGER BUSINESS.
SAVANNAH HAS A WONDERFUL OPPORTUNITY, ON THE SOUTH
ATLANTIC.
Why is the Port of New York so successful?
•
New York is a comprehensive Port. A ship from any Port in
the world may find in New York, any, and every class of freight,
and may deliver practically every known product, to a buyer, at
market prices.
New York is known to have Ships and facilities for Cargoes, to
and from every Port in the world.
The New York Financial Interests, other things being nearly
equal, favor their Home Port.
The Great New York Railway Systems, have such extensive
facilities and such immense investments, that they have to handle
an immense volume of traffic to make them pay; and as grades
and route are naturally favorable, New York gets the business.
But there are examples of Great Ports, entrenched and secure
as they considered themselves, which have had to yeild to more
modern rivals. Even now, New York financiers are discovering
that "other things are not equal", and are diverting immense
volumes of business through Montreal and New Orleans.
Why not a South Atlantic Port? Why not Savannah?
SAVANNAH HAS A SPLENDID SHIPPING AND FINANCIAL INTER-
ESTS, AND SHE HAS A PORT PROJECT, READY FOR, AND WORTHY
OF THE STATE.
68
SITE OF PROPOSED PROJECT.
It has been argued that Location is one of the most important
principles to be considered in connection with successful Port
Development. It has been demonstrated, by example, that a
good Location has been the prime factor in connection with the
success of some of the most important Ports in the world. In
certain Ports, where fundamental difficulties in the way of the
development of port commerce, were serious, a judicious Loca-
tion, in a great measure, resulted in offsetting the unfavorable
conditions.
Such examples as Hamburg, Liverpool, Seattle, New Orleans
and Montreal have their successful Port Units located in very
close relation to their business, financial and industrial districts.
In other cases of Ports, successful in the past, the success was
due in a great measure to the Location of their Docks. By not
conserving, however, the valuable adjoining water-front, and by
not providing for future development in the central Locations,
many of these Ports now find themselves in a critical condition
for the future. Successful industrial development owes much of
its success to Location. Industrial development has, therefore,
secured sites, more valuable on account of Location with water-
front privileges, and having established themselves successfully,
hold their property rights at a very high value.
Port Development, therefore has, in such cases, the choice of
dis-establishing successful business and paying high prices for
the necessary water-front and for terminal connections, or follow-
ing along the shore front to the nearest available free Location,
and locating their Extensions at obviously unattractive Locations.
It is not necessary to demonstrate this, principle by example.
It is the complaint of the Port Authorities in almost every Port
in North America.
It may be assumed therefore that Location has been one of the
important principles adopted in connection with the design of the
proposed GEORGIA STATE PORT TERMINALS, and that possible
Future Enlargement, was also adopted as the secondary principle.
69
The Location chosen cannot fail but be attractive to Citizens
generally, to Business and Commercial Interests, to Transporta-
tion Organizations, to Economical Construction and Up-keep, to
Ships and to the City of Savannah.
CITIZENS. — The proposed Location will be convenient alike for
the Citizen in his automobile, for the operator, to and from daily,
by Street Railway belt-line, for the transient by Taxi, or for
Merchants and his express deliveries. It will offer a site for a
Municipal "Pier" within three-quarters of a mile of the City Hall.
It will still be the Central Location for the future Savannah
of one-half a million of inhabitants.
BUSINESS AND COMMERCIAL INTERESTS. — Business concentra-
tion is one of the fundamental principles of successful America.
Financial Institutions make the center, and it is rare that the
financial district is not the nerve center of the business community.
Surrounding the financial center, is the Commercial district where
the busy man seriously regards "time and space".
The financial, commercial and business districts of Savannah are
extraordinarily well located. From the center the distance to
the intensified units of the proposed Port Terminals will be about
three quarters of a mile. The approaches will be superb. "Time
and Space", will be reduced to a minimum.
TRANSPORTATION ORGANISATIONS. — A study of the district map
of Savannah cannot fail but to impress the Surveyor of Port
facilities, with the wisdom and skill of the Railway Projectors in
connection with the Location of their City Terminals. Every
quarter or district of the City is served. The future, with prob-
able immense increases in business, and population, has been
safe-guarded, as well as the present City of 100,000 inhabitants,
with its central commercial district, and railway terminals so
complete, and well co-ordinated. Present conditions, as regards
local switching, and interchange of freight traffic cannot be
equaled by any other City in America. In addition to this the
City holds the key to the future local interchange of traffic to
the site of the State Terminals. New business, and increased
traffic, and the economical handling of port freights, will be as
attractive to the Railway Organizations as to the State and City
generally.
70
ECONOMICAL CONSTRUCTION. — According to Mr. Rockwell,
City Engineer, the site chosen cannot fail but result in Economi-
ca* Port Construction and Maintenance. Fresh water conditions
will relieve the Port Authorities' minds from the danger of the
Super-Teredo. There will be no danger from frost or ice action.
There will not be the menace of Tidal-wave or Flood. There
will be no rock removal or difficult and costly construction work.
The material from the proposed Basins will balance the quantity
required to raise the grade of the site to the proposed height. The
sub-soil will always be saturated, and the wooden piling under
the Port Structures; permanent. Almost all of the materials of
construction are available in Georgia. Local Construction Or-
ganizations, are equal to any proposition. Labor conditions in
Savannah are regarded as the best in America.
As regards economy of Port Construction, therefore Savannah
may be assured of having conditions equal to any other Port in
North America, if not very greatly superior.
SHIPS. — The Project has been located and designed to be at-
tractive to Ships. The Location, so near to the City Centres.
The berths so closely co-ordinated with the Shipping^ Offices.
Th Ship so safe from all possible dangers. Rival, Competing
Ships, in adjoining berths, in fact, every known desirable facility
for the officers and men of the merchant marine, will offer a very
great inducement to Ships once visiting the Port to return.
CITY OF SAVANNAH. — The City of Savannah should be congrat-
ulated upon having Banking, Commercial, Railway and Shipping
Organizations equal to, and prepared for, a very high order of
Civic Progress in connection with Port Development. Savan-
nah may be in fact, the Commercial Metropolis of the ''Empire
State of the South", as New York is the Commercial Metropolis
of the "Empire State of the North". The Institutions, Organ-
izations, Brains, and Public Spirit Zeal, are all present and avail-
able.
City Organizations is also of a very high order. Water supply
perfect, Health Welfare seriously conserved and Police and Fire
Protection excellent. When one reads the history of Savannah
and sums up the difficulties that have been over-come, it is easy
to imagine what is possible in the Future. Public Spirit has
71
made more than one ^ort, and Public Spirit may be expected to
make Georgia a great State, and Savannah a Great Port.
The Port project will not interfere with ideal City Planning.
The Project is being designed with due Architectural Features.
The approaches and lay-out, will be equal, if not better, than at
any Port on the Continent.
In connection with the Port Project it may be expected that
the motor-car, motor-trucks and trailer, not only from Interior
Points, but from the City Industries, Railway Terminals and
Warehouses, will result in the intensified use of certain of the
City and District Highways. For economy and for safety, the
Port Project is designed to eliminate entirely level crossings
within the limits of the new Terminals. It may be necessary for
Savannah to adopt, to some extent, the same principle, in this
respect as is being adopted by competing Cities. Civic Authori-
ties in Savannah have already given consideration to this import-
ant subject, as a necessity even within Port Development, and
the new Port Project is being designed to give a lead to this di-
rection.
From the corner of President and Randolph Streets, the Port
Project, has in view, a viaduct connecting with all the Port
Terminal Units; and extending from the Western to the Eastern
limits of the new Port Terminals. From the Western limits, the
City has a right-of-way through to the Deptford Tract, which
will in the near future, become a rich and important industrial
development district.
The letter of Mr. W. O'D. Rockwell, City Engineer, dated
April 10, 1922, and the accompanying plan, gives information not
only precise, but the result of experience and Official knowledge.
April 10, 1922.
"Mr. Frederick W. Cowie, Consulting Engineer,
% Hon. S. G. McLendon, Secretary of State,
Atlanta, Ga.
Dear Sir:—
I am forwarding today a map showing the property which
may be available as a site for the proposed state port termi-
72
nals. A key map showing Savannah and vicinity and the
various railways entering the City is also enclosed.
I have endeavored to show on this map not only the prop-
erty lines but all structures that would likely interfere with
or which would have to be considered when making the de-
sign of the project. You will note that the buildings are
wooden sheds of not a very permanent construction and
could therefore be eliminated or incorporated in the design
as was thought best. There are, as far as I know, no natural
obstructions to any plan that might be proposed. The
general surface elevation above the river is such that exca-
vated material from the several slips or basins will just about
raise the adjacent lands to a convenient height above ths
river and all excavation can be done by large dredged. Of
course all heavy buildings would require pile foundations.
On the key map the railways now entering the City and
reaching the proposed site are shown in heavy black lines.
I have shown in red a proposed belt line but do not think
this line necessary, be ause both the A. C. L. Railway and
the Central Railway already reach the site, the A. C. L.
being double track through the City and the Central Railway
double track part of the way.
From the above description and maps it would seem that
the engineer designing terminals for which this site was used
would have a free hand to do whatever was required in order
to make a most complete and modern port terminal.
Yours very truly,
(Signed) W. 0. ROCKWELL,
City Engineer."
The preliminary report to the Harbor, Port and Terminal
Commission of Georgia, dated April 15, 1922, contains the follow-
ing recommendations : —
"According to every required principle upon which a splendid
picture of an attractive, competing, far reaching, beneficial, State
Ocean Terminal, could be measured, this Location fulfills the test.',
"The first unit would be three-quarters of a mile from the City
Hall."
73
"WITH THIS SITE, SAVANNAH OFFEks A SITUATION FOR THE
STATE PORT TERMINALS, WHICH is UNEQUIVOCALLY ENDORSED."
"Without this site, Savannah must necessarily be turned aside,
and Brunswick recommended."
It will thus be seen that the recommendation of the proposed
Georgia Port Terminals at Savannah, is based upon a very de-
sirable Location. In the resolution of the Harbor, Port and
Terminal Commission of Georgia, passed at Savannah on April
15, 1922, it is recorded as follows:—
"Report on the Proposed Location of the State Terminals, and
same is favorable to Savannah, provided that certain designated
property is given free to the State, to be used by the State for a
Terminal Site.
VE IT RESOLVED, That if the City of Savannah will furnish this
site, and also the further survey and the necessary plans drawn in
keeping with the results of that survey, in order that the com-
plete proposal may be presented by the Commission to the next
Session of the Georgia Legislature, and if, after this survey is
completed, and a recommendation of state owned Terminals
seems financially justified from the viewpoint of the creation and
conservation of the resources of the producer, and prospective
superior market facilities, and from revenues coming from other
States as the result of superior coastal concentration, loading and
shipping facilities, the Commission will recommend that the
Terminals be built at Savannah.
FREDERICK W. COWIE,
July 15th, 1922.
EXTENT OF ACCOMODATIONS REQUIRED FOR
STATE PORT TERMINALS.
Baltimore, with the competition of New York, Philadelphia
and Norfolk, has a fifty-two and a half million dollar Project,
Authorized by the Legislature, for the Development of the Port.
The Port Development Commission of that City has officially
adopted the McComas Group Project, provided for nine piers, or
accomodations for over thirty-five Ships. Other groups of piers
are also recommended by the Harbor Engineer for future Exten-
sions.
This is typical of the proposed development in other Ports in
America, such as New Orleans, New York, Montreal, Htlif ax, etc .
The Savannah Port Terminal Project is designed to provide
new accomodation for a much more limited number of Ships, al-
though future extensions are provided for; but in addition to
piers, sheds and berths, Comprehensiveness is featured.
The First Stage will result in a Working, Co-ordinated group
of Units, sufficient for the present, and which is more in keeping
with the ideas of the Georgia State Port Terminal Commission.
It is to be a Concentrating and Marke'ing Port, designed to
grow with the business.
75
STATE PORT TERMINALS
UNITS INCLUDED IN THE PROJECT
The projected State Port Terminals, at Savannah,
have been designed on modern principles of port success.
They have been designed to attract new business and to
encourage transportation, through the port.
The principles adopted are capable of logical demon-
stration, and they are proven by example and precedent.
These principles, by proper design and co-relation, will
result in a comprehensive, co-ordinated, concentrated
group of port terminals, which under vigorous and eco-
nomical management, must result in success.
They are designed to attract shipping; to be an eco-
nomical link in the " Chain of Transportation " at the
port; and to encourage commerce.
Every care has been exercised in not going too far,
but on the other hand, in providing that accommodation
which the location and physical situation of Savannah,
justly entitles her to; and which is not now available at
any South Atlantic port.
The first stage will provide a balanced proportion of
each of the comprehensive units, sufficient for the pres-
ent, but so designed that additions may be added to any
or all of the units, as required, without interruption to
traffic.
The first unit, situated to the eastward of the Old Fort,
may be called the Fort Wayne Docks.
This unit will be the intensified business centre of the
terminals. Liners, passenger ships, ships making Savan-
nah a port-of-call, general cargo ships, and ships bound
for Northern ports, may be expected to berth here. It is
located only three-quarters of a mile from the City Hall,
on a most favorable river site.
Passengers, mails, express, perishable freights, grain
and other port business, will be concentrated here.
76
Railway facilities for "Steamship Specials" will be
a feature, and every encouragement will be offered for
port-of-call ships, en route, to and from, gulf ports or
the Panama Canal, to make Savannah the point of de-
parture or arrival of trans-Atlantic voyages.
The ocean route, between Key West and all points
North and East, closely follows the shore to the Cali-
fornia, so that ships may enter the Savannah River, dock
and depart, with the loss of only one tide.
Railway service, cold storage and marketing, high class
perishable freights, and rich passenger business ; will be
sufficient attraction for shipping, provided the port offers
prompt facilities.
The extensive area, tributary to Savannah, will also
result in the building up of a one-class ocean service to
this port. Navigation conditions are favorable for ships
of from 12,000 to 16,000 tons. If Montreal on the North
can support one sailing per day, of these high-class, pay-
ing, freight and passenger liners, Savannah is equally
well situated as regards Southern and Western terri-
tory.
Winter Excursion ships would find such facilities most
attractive, and visitors, in search of health and rest, would
view with pleasure Savannah as the home port.
The first stage provides for a bulkhead landing quay
and one basin. It will have berths for nine large ships,
and there will be the full compliment of facilities :
1. Steamship and railway passenger depot.
2. Eight transit sheds each with railway train sheds.
3. One supporting warehouse.
4. One grain elevator.
5. One cold storage warehouse.
6. A viaduct approach.
7. Naval stores.
8. Fertilizer products.
9. Cotton.
10. Fueling docks.
11. Railway terminal yard.
77
The design of the wharves calls for permanence and
fire resisting construction. The "apron" will be of
moulded-in-air, reinforced concrete.
Basin No. 1 will be 1,200 feet long by 300 feet wide.
The excavated material will be used in raising the grade
of the site and railway yard.
(1) The steamship and railway passenger depot will
be at the centre of the bulkhead landing quay, which is
over 1,700 feet long. The building, structural steel con-
struction, will be 240 feet long by 90 feet wide. The
lower floor will be for freight; the main flooor for passen-
gers, mails, express, etc., and the roof will offer a
splendid site for a municipal recreation ' l pier. ' '
(2) The Transit Sheds, uniform in dimensions, will
be of the structural steel type, and of fire-resisting
materials throughout. They will also be designed with
railway train sheds, and freight, on the ground floor; and
for truck-and-trailer, handling and distribution on the
main floor. There will be a grain conveyor gallery, ex-
tending the whole length of the docks, in the front upper
corner of these transit sheds. Light, air, a minimum of
fire danger, and economical handling are the special
features, and the train sheds will offer facilities for
handling rail freights, all under cover,' with independent
switching leads.
(3) Supporting Warehouse. — The warehouse is one
of the most successful adjuncts of a Port. With a sup-
porting warehouse, and co-relation with the dock system,
shipments are sent from interior points, from time to
time, as soon as ready. At the Port, favorable oppor-
tunities for marketing and shipping, offer a distinct ad-
vantage. In the other direction, importers favor Port
Bonded Warehouses.
The supporting warehouse, A, will be 500 feet long by
200 feet wide, and six stories high; all of fire resisting
materials.
78
A warehouse of this character need not be of costly
construction even though provided with the most modern
handling equipment.
(4) The Grain Elevator System. — No unit requires
such careful laying out and such co-relating with the
comprehensive project, as the system for (the storage
and handling of grain.
An ideal site has been located. It will be central for
business and labor conditions, and it will be convenient
for the receipt and delivery of grain.
The belt-conveyor system is very attractive to busi-
ness. It conditions the grain just before it is stored in
the hold. The ship can obtain the grain when required.
There is no delay or expense in moving the ship.
The first stage elevator will be able to unload 300 cars
per day and deliver to six ships at one time, and to ships
at any of the nine berths. It is to be provided with car
dumping facilities according to the most economical
system known. In the serious* light of experience, every
known modern safeguard from fire and dust explosions
has been designed. There will be cleaning appliances and
a Dryer.
Montreal Harbor System, last year, handled nearly
140,000,000 bushels, in seven months, through three eleva-
tors, having a combined capacity of less than 10,000,000
bushels.
The Savannah project has in view, in the first stage, a
working house of 1,000,000 bushels capacity, and a stor-
age addition of 1,000,000 bushels.
(5) The Cold Storage "Warehouse.— For the first
stage, the cold storage warehouse is designed to be about
one-half the size of the Montreal plant. The Montreal
warehouse is 440 feet long by 110 feet wide and nine
stories high, with a power house and ice plant in a
and separated by fire walls. Tlie Savannah pro-
ject therefore calls for a warehouse 200 feet long, 125
79
in duplicate, and separated by fire walls. The Savannah
project therefore calls for a warehouse 200 feet long, 125
feet wide and seven stories high; five stories being for
cold storage ; or about 1,000,000 cubic feet of refrigerator
capacity.
On each cold storage floor there will be a well lighted,
well ventilated corridor, in which sampling, exhibitions,
and sales may take place. The ground floor may be rent-
ed for offices, or to jobbers, for cool storage.
By careful design and construction the building and
contents may command the lowest known insurance rates.
(6) Viaduct Approach. — Co-ordinated and concentrat-
ed facilities are particularly adapted to handling by stor-
age battery trucks and trailers. This method of handling
requires smooth and level run-ways. As practically all
vehicular traffic is also by motor truck, they will inter-
change with facility.
The Viaduct will provide a level approach from city
streets and, by radiating.run-ways, connect with all ware-
houses, transit sheds, and facilities, and result in compre-
hensive cargoes being handled at each berth, with
economy and despatch.
(7) Naval Stores. — For the storage and handling of
Naval Stores and other bulk non-perishable products,
ample spaces are reserved, with facilities for distribution
and shipment.
(8) Fertilizer Products.— The State Port Terminal
Project provides for a modern plant for the unloading,
storage, and shipping of fertilizer products.
It will include a bulk-head dock for two or three ships.
These ships will be unloaded by mechanical facilities
and the materials delivered either direct into railway
cars, or to storage. Ample spaces will be provided for
materials of various kinds in separate compartments.
Overhead traveling cranes will handle cheaply and
efficiently.
80
Three traveling unloading towers, with conveyors and
weighing devices and three storage buildings, each 350
feet long by 150 feet wide, included in the first stage.
Future extensions so -that the storag plant may be
doubled in size are provided for.
(9) Cotton. — The Storage and Handling of Cotton, as
conducted at Gulf and Atlantic Ports, has been carefully
studied. It has been found that formerly the shipping
season for cotton lasted for seven months. It is now
carried on almost continuously throughout the year. It
has been found that with high-density cotton, shipments
may be made by regular liners, to advantage, instead of
by full cargoes in tramps. Lighterage is costly and slow
and can be eliminated with very great economy,
especially in liner and partial shipments; and finally it
has been found that the very important item of Insur-
ance may be very greatly reduced by construction accord-
ing to special "Rules and Regulations. "
It is expected that when the Port Project reaches ful-
fillment that Savannah will again become the principle
cotton port of North America, which position she should
never have lost. It is expected that not 'only will Savan-
nah become a great cotton port, but Savannah will become
the chief market for this product, in America. In carry-
ing out this plan a cotton unit has been designed, which
will be co-ordinated with the various other units of the
port, by using storage battery trucks and trailers.
The design calls for the handling of cotton from the
warehouse directly into the ships, by mechanical means.
The cotton unit is to be constructed to class "AAA",
and to obtain a special rate of insurance, given to only
one or two other plants in America,
(10) Fueling Docks. — The next item of the project
calling for partial completion in the first stage, is the
fueling dock system. With ships using Savannah as a
port-of-call, for passengers, cold storage, provisions, and
perishable cargoes, the question of bunkering with either
81
coal or oil, will become an important factor. A special
plant, for handling, has been laid out for the speedy
Bunkering of Ships with coal.
The same machinery with a mechanical interchange,
and by the use of magnets, will enable pig-iron to be un-
loaded from cars, to be either stacked, or loaded into
ships, as required.
Adjoining the fueling docks are two large fuel oil
plants, each of which is equipped for either bunkering at
their own wharves, or for delivering fuel oil through
special pipes to the various berths in the Savannah Port
Project.
(11) Railway Terminal Yard. — The project includes
in-bound and out-bound yards. The out-bound receiving
yard will hold seven sixty-car trains. The classification
yard for the same service, will provide ten forty-car
tracks, all directly connected with the dock facilities.
The in-bound receiving yard is designed with eight
forty-car tracks, connecting with the in-bound classifica-
tion yard for eight forty-car trains.
Both of these yards are operated over standard humps
having railway scales.
A storage yard is designed having a capacity of 700
cars.
The railway facilities are designed so as to balance,
in each instance, with the freight facilities of the different
port units.
GEORGIA PORT TERMINALS AT SAVANNAH
FIRST STAGE ESTIMATE
The first stage of the proposed Savannah Port Termi-
nal Project provides for comprehensive, co-ordinated
facilities, including all units required for a modern
harbor development, as outlined in the report submitted
herewith.
82
The first stage, while complete and sufficient for pres-
ent requirements, is capable of extensions in evry par-
ticular, where extensions are to be expected.
In order that success may be assured, comprehensive-
ness is the essential feature, and for the first stage, the
following are given as being required :
1. Docks. —
Bulkhead Landing Quay.
Basin No. 1.
Fertilizer Dock.
Cotton Dock.
Fueling Dock.
Approximately 8000 lineal feet of
wharves, with berths for 15 to 20 ships_$3,000,000
2. Railways and roadways , 1,250,000
3. Grain Elevator.—
Working house and storage 2,000,000
bushels capacity, with conveyors for
loading eight ships at their berths. _ 1,750,000
4. Transit sheds and passenger station , 2,750,000
5. Warehouses.—
A. Cold storage 1,250,000
B. General 750,000
C. Cotton 1,000,000
6. Fertilizer warehouses and plant , 500,000
7. Machinery and equipment 600,000
8. Contingencies and unforseen items , 1,000,000
9. Interest during construction , 1,250,000
$15,000,000
This would result in a comprehensive port, of at least
one-half the capacity of Montreal Harbor, which has cost
about $32,000,000, and which is paying not only a sinking
fund, but also $1,000,000 interest charges annually, and is
resulting in prosperity to the people of Canada.
83
CONCLUSIONS.
In view of the increasing and widespread decision that
transportation and marketing are vital factors in the
interests of production, and that the port has been found
to offer immediate available possibility of amelioration
it would seem to be most urgent to implimeiit, without
loss of time, the value of the already successful Port, of
Savannah, Georgia, by providing Modern Terminals and
up-to-date Marketing Facilities.
By all the rules governing the spirit of port develop-
ment, Georgia has an even, or better, chance of winning
against any or all competitors.
Georgia has a working plan, and an opportunity for an
immediate commencement, with a certainty of being
ready first, of all the Atlantic ports, with an offer to the
world's shipping, of a modern, comprehensive, co-ordi-
nated port terminal.
It has been demonstrated, by example, that such a port
would be successful and that it would pay its way , with-
out costing the people of Georgia a cent, other than their
credit.
A representative of one of the great newspapers of the
State, Mr. Rogers Winter, made an investigation of one
of these examples, and after a searching, critical survey,
gave to the citizens of Georgia, a description, a picture,
an argument ; and a demonstration that the port of Mon-
treal, a port such as has been designed for Savannah,
had the essentials of the Georgia requirements, and that
the problem had there been successfully solved. No more
excellent example of modern educating journalism has
ever been witnessed.
Such a port development at Savannah, by the prestige
of position and by strategical trade value, would, with
certainty, command a large share of the export and im-
port business of the South, and open up to Georgia a rich
market for her products.
84
Georgia has a coastal port in a modern city, where are
all the essentials of a successful port: railway facilities,
financial houses, shipping interests, industries, business
organization, public utilities and excellent municipal
government.
A site for a modern port terminal has been found
which has almost every element of success. It is ideal.
The project has been designed, based on principles and
practice of port development which have been successful.
The designer of the project has designed, constructed
and directed the operation of such a port, and has elimi-
nated, as far as possible what is not attractive to practical
operators, and may not be financially successful.
The City Engineer of Savannah, Mr. W. O'D. Rockwell,
has given his certificate that the " Engineer designing
terminals for which this site was used would have a free
hand to do whatever was required in order to make a
most complete and modern port terminal."
Expenditure on this project, will benefit almost every
known business organization and class of. labor in the
state. The money will almost all be left in the pockets
of the people.
From the highest executive of the State, the Legisla-
tors, the Board of Harbor, Port and Terminal Commis-
sioners, and from the Mayor and Citizens of Savannah,
every possible aid and co-operation has been received.
Public spirit, combined with a patriotic desire to
further the interests of the State, will surely resolve itself
into a picture of the State of Georgia, Port Terminals and
the prosperity resulting, visible to THE WORLD.
8<5
COAL
FREIGHT
TO
FROM SAVANNAH, GA. PINNERS POINT, VA.
Southern Railway Group Appalachia, Va. 1
14 Mines in Virginia. Exeter, Va. $3 .25 $3 .94
Packet, Va.
St. Charles, Va. J
NEW ORLEANS
Group 7 Mines in Ten- Caryville,
nessee, on Southern Briceville, Etc. | $3.25 $4.00
Railway. J
Kentucky Mines, as Middlesborough, Harlan
and points in Group 10. $3 .37* $4 .10
Freight on Coal, Savannah from 3 competing points 3.25 to 3.37*, New Orleans,
4.00 to 4.10, Pinners Point, Va., 3.94.
(From Savannah Traffic Bureau)
GRAIN AND GRAIN PRODUCTS.
FROM
Chicago, 111.
St. Louis, Mo. (proper)
Cincinnati, Ohio.
Louisville, Ky.
EXPLANATION REFERENCE MARKS: A-Grain
B-By-products-Flour, etc.
C-Feed, etc.
TO
NEW YORK, NEW OR- SO. ATLANTIC
N. Y. LEANS, LA.
COASTR
Al
30*
A 40*
A 35*
B!
F 31*
B502
B46
CJ
26*
C46
C38*
$1
34
A 32
A 33*
B
i 35
J 32
B34
C
31*
C32
C28*
A]
27*
A 33
A 26
B
[• 28*
B33
B26*
C,
1 25*
C33
C22*
A
1 33
A 30
A 26
B
34
B30
B26*
C
I 29*
C30
C22*
86
PACKING HOUSE PRODUCTS & FRESH MEATS.
FROM TO POINTS AS SHOWN ABOVE.
Chicago, 111. A 1 96*
B 1- 73*
73^
73*
Of
Df
St. Louis, Mo. All .03* A
B ( 82 B
Cf 1103* C100'
DJ 82$ D 74$
E 54
EXPLANATION REFERENCE MARKS:
A-Dressed beef, sheep & hogs.
B-In bulk, smoaked, pickled.
C-Meats, ffesh, all kinds.
D-Rated 4th class Official.
E-Dry salted and articles Rated B Sou. Classfn.
$-E. St. Louis Only.
IRON & STEEL ARTICLES (MANUFACTURED).
Chicago, 111. 63 46* 35
St. Louis, Mo. 73* 36* 35
Cincinnati, Ohio. 55 37* 35
Louisville, Ky. 63 34* 35
87
Y.C 89877
•
536863
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