Transportation
Library
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, A 3.5
RAILROAD COMMITTEE FOR THE STUDY
OF TRANSPORTATION
SUBCOMMITTEE ON WATER TRANSPORT
ASSOCIATION OF AMERICAN RAILROADS
TRANSPORTATION ON THE ATLANTIC
AND GULF INTRACOASTAL WATERWAYS
January 23, 1947
UNIVERSITY OF MICHIGAN LIBRARIES
.6lili'ZO
Association OF AMERICAN RAILROADS
>
Railroad Committee for the Study of Transportation
R. W. Fletcher, Chairman
TRANSPORTATION ON THE ATLANTIC
AND GULF INTRACOAST AL WATERWAYS
Alexander Gawlis,
Research Analyst.
Subcommittee on Water Transport:
R. E. Dougherty, Vice-President,
New York Central System.
W. D. Faucette, Executive Representative,
Seaboard Air Line Railway.
H. C. Hallmark, Freight Traffic Manager,
Southern Pacific Company.
George A. Knapp, Special Engineer,
Southern Pacific Lines in Texas and La.
W. H. Hobbs, Director of Research,
Missouri Pacific Lines.
Chairman of Subcommittee
Elmer A. Smith, Senior General Attorney,
Illinois Central System.
Transponsº
HE
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A &
{
SECTION
CONTENTS
LIST OF TABLES . . . . . . . . . . . . 0 0 e º tº a g o e º 'º e o 0. e
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º
SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OBSERVATIONS, CONCLUSION AND
TENTATIVE RECOMMENDATIONS . . . . . . . . . . . . . . . º
1. DESCRIPTION, TONNAGE AND PUBLIC AID. . . .
Atlantic Intracoastal Waterway. . . . . .
Delaware River to Chesapeake Bay,
Del. and Mºd. . . . . . . . . . . . . . . . . . e
Norfolk, Wa. to the Sounds of
North Carolina. . . . . . . . . . . . . . . . .
Norfolk, Va., to Beaufort Inlet,
W. C. . . . . . . . . . . . . . . . . º e s e e s e s e te
Beaufort, N. C. to Cape Fear
River, *. C. . . . . . . . . . . . . . . . . . . .
Cape Fear River, N. C., to Winyah
Bay, S.C. . . . . . . . . . . . . . . . . . . . . .
Winyah Bay, S.C. to Charleston,
S.C. . . . . . . . . . . . . . . ſº tº & © º e º e º O ſº º
Charleston, S. C., to Beaufort, S. C.
Beaufort, S. C. , to Cumberland
Sound, Fla. (Fernandina, Fla.)..
Cumberland Sound, Fla. (Fernandi-
na, Fla.) and St. Johns River,
Fla. . . . . . . . . . . . . . . . . . . . . . . . . . to
Jacksonville to Miami, Fla. . . . . .
Gulf Intracoastal Waterway . . . . . . . . .
Apalachee Bay to Apalachicola
River, Florida. . . . . . . . . © e º ºs e º 'º Q
Apachicola River to St. Andrews
Bay, Florida . . . . . . . . . . . . © e º e º Q
St. Andrews Bay to Choctawhat chee
Bay, Florida . . . . . . . . . . . . . . . . . .
Choctawhat chee Bay to Pensacola,
Florida . . . . . . . . . . . . . . . . . . . . . . &
Pensacola Bay to Mobile Bay . . . . .
Mobile Bay to New Orleans,
Louisiana © º e o e s tº • G e e º e e º e º 'º & O Q
Mississippi River, Louisiana to
Sabine River, Texas . . . . . . . . . . .
Sabine River to Galveston, Texas.
Galveston to Corpus Christi, Texas
Corpus Christi to Bronsville,
641170–I
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SECTION II. REGULATED CARRIERS • e o e e e s e e o e o s • e º e º &
Wölume and Character of Traffic . . .
Financial Results . . . . . . . • 2 s e º s e e º O
Class C Lines Q e e s e o e º e o e s e e o e s • e & ©
SECTION III. PRIVATE AND EXEMPT CARRIERS . . . . . . . . . .
6ll,70–II
Table
ls
2.
3.
7.
8.
9.
10,
ll.
12,
LIST OF TABLES
Chesapeake and Delaware Cana]. - Analysis of
Domestic Traffic – 1934 Through 1943, Principal
Commodities . . . . . . . . . . . © e º e º e C & © ſº e º e º & O © & © e e º e º 0 e º e º 0.
Waterway from Norfolk, Va., to Sounds of North
Carolina – Analysis of Traffic, 1934 Through
1943, Principal Commodities, Tom-Miles and
Average Haul . . . . . . . . . . . • * * * * * * ~ * * * * * * * * * * * * * * * * * * * * *
Waterway from Norfolk, Va., to Beaufort Inlet, N.C. —
Analysis of Traffic, 1934 Through 1913, Principal
Commodities, Ton-Miles and Average Haul . . . . . . . . . . . . .
Waterway from Beaufort, N.C., to Cape Fear River,
N.C. — Analysis of Traffic, 1934 Through 1943,
Principal Commodities, Ton—Miles and Average Haul . . .
Waterway from Cape Fear River, N.C., to Winyah Bay,
S.C. - Analysis of Traffic, 1934 Through 1943,
Principal Commodities, Ton—Miles and Average Haul , . .
Waterway from Winyah Bay, S.C., to Charleston, S.C. —
Analysis of Traffic, 1931. Through 1943, Principal
Commodities, Ton–Miles and Average Haul . . . . . . . . . . . . .
Waterway from Charleston, S.C., to Beaufort, S.C. —
Analysis of Traffic, 1934 Through 1943, Principal
Commodities, Ton—Miles and Average Haul . . . . . . . . . . . . .
Waterway from Beaufort, S.C., to Cumberland Sound,
Fla. (Fernandiºa, Fla.) - Analysis of Traffic,
1934 Through 1943, Principal Commodities, Ton-Miles
and Average Haul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waterway from Gumberland Sound, Fla., (Fernandina,
Fla.) to St. Johns River, Flas, Adaiysis of Traf-
fic, 1934 Through 1943, Principal Commodities, Ton—
Miles and Average Haul @ 9 O © tº Q & Q & Q @ & ſº s e º 'º tº e º e º e o 'o 9 º' & © O
Waterway from Jacksonville to Miami, Fla., - Analysis.
of Traffic, 1931. Through 1945, Principal Commodities
Tom--Miles and Average Haul * @ e º e º e e e s e e o e o e s e º e º e & 0 & O
Waterway from Mobile Bay, Ala., to New Orleans, La. -
Analysis of Traffic, 1934 Through 1943, Principal
Commodities, Ton—Miles and Average Haul . . . . . . . . . . . . .
Waterway from Mississippi River, La., to Sabine
River, Texas - Analysis of Traffic, 1937 Through
1943, Principal Commodities, Ton—Miles and Average
Haul e e e o e s -e e e s e s e s e º e e o e o e e o e o e o e o e o e º e < * * * * * * * * * * * *
6||70–III
Page
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13
11.
is
17
19
22
23
25
33
35
Table
15.
14.
15.
16.
17.
6||70–IV
Page
Waterway from Mississippi River to Atchafalaya
River, La., Plaquemine to Morgan City (Alternate
Route) – Analysis of Traffic, 1934 Through 1943,
Principal Commodities, Ton—i.iles and Average
Haul . . . . . . . . . . . . . . . . . . . . . . . . . . © & © & & © tº e º e º gº tº e º ſº tº © & © e 37
Waterway from Sabine River to Galveston, Texas –
Analysis of Traffic, 1934 Through 1943, Principal
Commodities, Ton—Miles and Average Haul . . . . . . . . . . . tº 38
Waterway from Apalachee Bay, Florida to the
Mexican Border, – Analysis of Traffic, 1937
Through 1943, Principal Commodities, Ton—Miles
and Average Haul . . . . . . . . . . . . . Q Q & Q & © e º e º 'º e s ∈ º e º ºs s tº G tº l{O
Tonnage of Regulated Carriers, 1941. Through 1944. . . l;2
Division of Traffic Between Regulated and Private
and Exempt Carriers, 1941. Through 1943 . . . . . . . . . . . . . l;5
6||70-l
FøREWORD
This report on Transportation on the Atlantic and Gulf
Intracoastal waterways is the seventh ef a series released by
the Subcommittee on Water Transport. It deals with the transpor—
tation, chiefly by barge, on the inland waterway route along the
two coasts. Each of these waterways connects the important coastal
cities on the respective coasts.
As in the case of other inland waterways, there are two
kinds of transportation, regulated and unregulated. However, a
greater portion than is evidenced on other waterways, as compared
with the total transportation, is the unregulated performed by
privately-owned or industrial carriers, carriers affiliated with
the industrial enterprise, for which they provide the transporta-
tion needs, and carriers engaged in transportation exempted under
the law, chiefly contract carriers. This traffic amounted to 88
per cent of the total tonnage in 1943 and was confined to a very
few commodities, indicative of the few industries that derived the
benefits from the expenditures of public funds.
The repert has been prepared to show the expenditures, the
cost of public aid, the tonnage and principal commodities trans-
ported. And, to acquaint persons interested in transportation, the
extent taxes of the public are being expended by the Government to
provide a right-of-way for a few industries without cost to them
and foster a situation unfair to other modes of transport and in-
dustries not located on waterways.
6ll!?0–2
SUMMARY
The Atlantic Intracostal Waterway, an inland waterway sys–
tem, parallels the Atlantic coast from the easterly end of the
Chesapeake and Delaware Canal about 40 miles below Philadelphia,
(through the Chesapeake Bay - Note) to Miami, Fla., a distance of
some 1,400 miles. As of June 30, 1943 the work on this waterway was
completed, except on the Chesapeake and Delaware Canal which was report—
ed as 88 per cent completed. The canal is the only deepwater project on
this waterway with a depth of 27 feet. The remainder of the waterway
has a project depth of 8 to 12 feet. On that date the total expenditures
for new work were slightly more than $53 million, of which approximately
$24 million, or H5 per cent, was expended on the Chesapeake and Delaware
Canal. The total maintenance expenditures were approximately $31 million,
and of this amount $15 million, or 48 per cent, was expended on the Ches-
apeake and Delaware Canal. (Note. Although the Chesapeake Bay, from a
physical standpoint, is a part of the inland water route, it is not con-
sidered as a section of the Atlantic Intracoastal Waterway. Therefore, its
tonnage and cost statistics are not included.)
The cost of public aid for 1940 ranged from 1.6 mills per ton-mile,
or 3.2 cents per ton, on the stretch between Cumberland Sound and the St.
Johns River to 28.8 mills per ton-mile, or $1.108 per ton, between Jack-
sonville and Miami. The cost for the section between Norfolk, Wa. and
St. Johns River, which has a 12-foot channel, was 5.2 mills per ton-mile,
and for the entire waterway 5.6 mills.
6ll;70–3
The traffic transported in 1934 amounted to 2.6 million tons
and increased each year, reaching its peak of 12.6 million tons in 1942,
and declined to slightly more than ll million tons in 1945. The increase
in 1943 over 1934 was 325 per cent. The increases in 1942 and 1943 were
due to the use of the Chesapeake and Delaware Canal because of the sub-
marine activities along the coast. The decrease in 1943, as compared
With 1942, was due to the fact that the enemy submarines were under con-
trol and Some of the traffic moved over the outside routes.
Coal anounting to 5 million tons and petroleum approximately 5
million tons, in 1943, were the principal commodities, the former moving
on the northern section, the Chesapeake and Delaware Canal, and the latter
moving on all sections.
The Gulf Intracoastal Waterway is the southern link of the inland
waterway system. It extends from the St. Marks River (Apalachee Bay) in
Western Florida to Brownsville, Texas. The distance via the Harvey Lock
is l,054 miles and via the alternate route through Plaquemine Lock l, 127
miles. By legislation enacted in 1942, enlargement of this waterway to
125 feet wide and 12 feet deep, from Apalachee Bay, Florida to Corpus
Christi, Texas, was authorized. The extension to the vicinity of the
Mexican Border, new Brownsville, Texas, was also authorized. As of June
30, 1943, the 12-foot projects were from 39 to 65 per cent completed. The
expenditures for new work amounted to approximately $25 million, and the
maintenance cost was almost $10 million, making a total expenditure as of
June 30, 1943 approximately $35 million.
6lli'ſo-l.
The cost of public aid from the St. Marks River (Apalachee) Bay to
Corpus Christi, Texas, in 1910, was nine-tenths of one mill per ton-mile.
It ranged from one-tenth of one mill per ton-mile, or 7 mills per ton, on
the section between Mobile, Alabama and New Orleans, La., to 8.3 mills per
ton-mile, or 21.5 cents per ton, between St. Andrews Bay and Choctawatchee
Bay.
In 1937 there was transported approximately 5.8 million tons
B81 million ton-miles, This tonnage increased each year. In 1913, 22 mil-
lion tons were transported approximatoly l; billion ton-imiles and the average
haul increased from 101 to 181 miless Crude petroleum, petroleum products and
shells were the principal commodites, In 1943 the first two commodities
contrilouted more than 75 per cent of the tonnage and shells l 3 per gent.
The total tonnage on the Atlantic and Gulf Intracoastal Water-
ways for 1943 was slightly more than 36 million tons which was transported
5 billion ton-miles.
From available date the division of the tonnage transported in
1911, 1912 and 1943, between the regulated and unregulated carriers, was
as shown below:
1911 1912 1943
Tons Per Ton S Per Tons Per
(000) Cent (000) Cent (000) Cent
Regulated carriers . . . . . . . . . . . . . . . . 2,778 lo.6 2,753 7. l. lt, liO5 12.1
Private and Exampt Carriers. . . . . . . . 23, 199 89.l. 34,573 92.6 3.971, 87.9
Total . . . . . . . . . . . . . . . . . . . . . . . . 26, 277 loo. O 57,326 100.0 36,376 loo.O
Regulation of the public-for-hire carriers began with the enact-
ment of the Transportation Act of 1910. At the close of 1911, there were
13 regulated carriers ha-ring average annual operating revenues exceeding
$100,000. They transported li. 3 million tons in 1943 and 1.8 million tons
19|ill. Five of these carriers handled the major portion of the traffic.
The products of minºs, bituminous coal being the principal commodity, con-
tributed the largest protion of the tonnage, and the next ranking tonnage-
6ll?0–5
producing commodity group was manufactures and miscellaneous. In this
group petroleum was the principal commodity, This group of carriers
earned a profit in each of the years 1911 through 1911, and their operat-
ing ratio ranged from '89 in 1911 to 94.2 in 1911.
There were 9 smaller lines, companies having average annual
operating revenues less than $100,000. This group transported l33
thousand tons in 1913 and 95 thousand tons in 1911. The principal com—
modities were lumber and fertilizer. As a group they also operated at
a profit during the years 1911 through 1911.
The unregulated, or private and exampt, transportation was per-
formed by carriers owned by or affiliated with industries for which they
supply the transportation needs, and contract carriers.
Coal was the principal commodity on the Atlantic Intracoastal
Waterway. Petroleum was the second important commodity, On the Gulf
Intracoastal Waterway petroleum was the principal commodity. ...About 75 per
cent of the lli,722,000 barrels of oil shipped in tank barges from Texas and
Louisiana points to Atlantic, Gulf and Mississipi River ports during
January, March, May and July, 1910 originated in Louisiana. Refined
oils only were barged to Atlantic and Mississipi River points, and the
volume was over 7 and l8 per cent, respectively. The remainder was
destined to ports on the Gulf coast. Crude oil constituted 55 per cent
of the traffic and consisted of shipments from Louisiana oil fields to
Texas refinaries. Approximately FT per cent was shipped in equipment
of the cargo owner, and of subsidiary carriers for the parent companies,
and the remainder was for-hire cargo, Thirteen shippers accounted for
approximately 12 million barrels, or 81.5 per cent of all the oil de—
livered in barges. This oil was consigned chiefly to oil companies.
Eleven of them, the largest consignees, received 12 million barrals, or
approximately 81 per cent of the total volume, the remainder, or 2, 7 mil-
lion barrels, was consigned to liº consignees, including 10 oil companies
one bulk utility, one construction, and one farm supply company.
6lpl;70–6
OBSERVATIONS, CONCLUSION AI.) TCŞTATIVE RECOililº DATIONS
On a project, such as this waterway, upon which more than
$100 million has been expended, there immediately arises the ques-
tion : For whose benefit was this money spent 7 Available data of
the ton-age transported by the regulated carriers indicate that they
transported slightly more than 1.4 million tons in 1943. However,
there was actually transported by all carriers 36 million tons. Some
of the traffic of the regulated carriers consisted of commodities in
bulk exempt from regulation. Allowing for this, it may be concluded
that at least 90 per cent of the total tonnage was transported in
private and exempt transportation. Thus, $100 million of public
funds have been expended to provide a means for the transportation
of a few commodities in large volume by and for a comparatively small
number of large industrial enterprises,
The petroleum industry used the waterway to a greater extent
than any other. In 1942, slightly more than 16 million tons of crude
petroleum and petroleum products were transported on the Gulf Intra-
coastal Waterway. This was 75 per cent of the total tonnage. In
1943 it was slightly greater. During four months in 1940 approxi-
mately lº million barrels of oil were shipped from Texas and Louisiana
ports. Of this amount 57 per cent was transported in equipment owned
by or affiliated with the oil companies. The major portion of the
remainder was transported for other oil companies, chiefly by con–
tract carriers.
When one of the largest industries in the country makes large
investments in equipment and facilities to transport its products by
6||70–7
water, it appears safe to conclude that it derives benefits from
such action. Advocates of improved waterways claim that the general
public derives the benefits. The extent to which the benefits are
passed on to the public cannot be definitely ascertained. However,
some light is thrown upon the pricing methods involved in private
transportation in the case of an oil company transporting oil by its
privately-owned pipe line. The following is taken from the supreme
Court decision in Champlin Refining Company v. The United States
of American and Interstate Commerce Commission (21 October Term 1946)
decided November 18, 1946.
"While Champlin technically is transporting
its own oil, manufacturing processes have
been completed; the oil is not being moved
from Champlin's own use. These interstate
facilities are operated to put its finished
products in the market in interstate commerce
at the greatest economic advantage,
"Examination of Champlin's pricing
methods supports the view that appellant is
engaged in transportation even though the pro-
ducts are still its own when moved. The
District Court found that price at the termi-
nal points includes f.o.b. price at the Enid
refinery and an additional sum called a dif-
ferential. The differential is the through
railroad freight rate frc ºn Enid to the final
destination (usually the purchaser's place of
business) less the carrying charges from the
pipe line terminal to final destination. The
District Court found, however, that competi-
tive and other conditions 'sometimes cause de-
partures from the prices arrived at in accord-
ance with the formula above described. ' Appel-
lant states that as to some deliveries 'rail
rates were used merely as a basis for calculat-
ing a delivered price, not as a charge for
transportation. '"
6ll;70-8
There is justification for the oil company owning a pipe line
to make a charge for the transportation of oil because, 11ke the rail-
road, it pays for the construction, maintenance and operation of its
facilities. On the other hand, the oil company using the waterway, to
obtain an economic advantage, provides only the equipment, and the
construction, maintenance and operation of its right-of-way is paid
for by the taxpayer. This applies with equal force to all others who
make use of the waterways.
Conclusion. The greatest benefits of the large expenditures of
public funds to provide a right-of-way, without charge for its use,
were derived by a few industries interested in a few commodities.
Tentative Recommendations
That steps be taken to remove from the Transportation Act of
1940 the present exemptions dealing with the transportation of bulk
commodities on inland waterways a
That there be established a system of reasonable toll charges
for the use of the waterways by common, contract and private carriers.
6ll:70–9
TRANSPORTATION ON THE ATLANTIC AND
ULF INTRACOASTAL WATERWAYS
SECTION I
D3SCRIPTION, TONIAG3 AITD PUBLIC AID
Among the numerous waterway improvements executed by the Corps
of Engineers, U. S. Army, as authorized and provided for by Congress,
has been that of affording a protected coastal waterway route along the
Atlantic and Gulf coasts, whereby cominercial tows and other light—draft
vessels not suited to navigate long stretches of open waters of the
Atlantic Ocean and the Gulf of Mexico may safely move between coastal
points. For the purposes of this section the watorWay is divided into
two parts, the Atlantic Intracoastal and the Gulf Intracoastal Water-
Way S.
Atlantic Intracoastal Waterway
The Atlantic Intracoastal Waterway is applied to an inland water
route, for the most part 12 feet in depth, parallelling the Atlantic
Ocean, extending from the easterly end of the Chesapeake and Delaware
Canal about 40 miles below Philadelphia, Pa., to Miami, Fla., a distance
of some l, 400 miles. This waterway, composed of 10 sections, forms a
continuous route from the Delaware River to Miami, Fla.
In this section an effort has been made to briefly describe
each project with some tonnage statistics, the expenditures to June
30, 1943, and the unit cost of Federal aid to transportation. As to
the latter, the Board of Investigation and Research made a study of the
costs of public aid to transportation on this waterway. In its Re-
port on Public Aids to Domestic Transportation, from which the data
on public aid are taken, the annual Federal costs were computed by
applying 4.27 per cent (3.5 per cent for interest and .77 per cent for
6||70–10
amortization) to the adjusted costs of the new work, and adding to the
product the 5-year average annual maintenance cost. Having thus devel-
oped the annual cost, the average cost per ton-mile was determined by
dividing into this cost the ton-miles transported. None of the costs
was assigned to functions other than navigation, and no assignments
of costs were made for recreational boating. On the sections where
there was passenger traffic it was assumed that the cost to the Govern-
ment, for channel improvements and related aids, for the transportation
of lø ferry, excursion or recreational passengers, or four regular pas-
sengers was as much as one ton of freight, except, if this procedure
indicated that the costs for passenger traffic were less than one per
cent of the total, the computation was disregarded,
Delaware River to Chesapeake Bay, Del. and Md. - Chesapeake
and Delaware Canal. This is the northermost portion of the inland
waterway extending from the Delaware River to Pooles Island in the
Chesapeake Bay, 16 miles long, with a project depth of 27 feet. As
of June 30, 1943, this project was 88 per cent completed. The expendi-
tures to June 30, 1943, for new work, were $23,899,285, maintenance cost
$14,865,601, or a total of $33,764,886.
Table I is an analysis of the domestic traffic on the Chesapeake
and Delaware Canal for the years 1934 through 1943, showing the principal
commodities and the amounts transported.
6lil; TO-ll
TABLE I
CHESAPTAKE AND DELAWARE CANAL - ANALYSIS OF DOMESTIC
TRAFFIC – 1934 THROUGH 1943
PRINCIPAL COMMODITIES l
Year Bituminous Petroleum &
Coal Products Chemicals Iron Pyrites Wood Pulp
Tons" Per Tons Per Tons Per Tons Per Tons Per
(000) Cent (OOO) Cent (000) Cent (000) Cent (OOO) Cent
1913 5,050 77.3 6 6.41: 9.9 274 H. 2 2O5 3. l 120 l. 3
1942 6,660 74.6 l, Olg ll. H. 373 H.2 235 2.6 128 l. li.
194l 201 5. 7 l,009 28.6 373 lo.6 265 7.5 112 H.0
1940 207 6.0 35l 24.6 347 10.0 232 6.7 108 3.1
1939 56 2.0 666 24.2 260 9.4 222 3.1 75 2.7
1938 16 O. 3 554. 23.1 130 6.6 243 lz.6 105 5.3
l937 st tºº 577 l;0. L 196 lj. 7 233 16.6 5 O. H.
l936 Sk mº l!? 34.4 15l ll.6 216 16.6 tºº º
1935 tº: tºº lij9 Hl.l. 135 lz. 7 71 6.7 * tºº
1934 se tºº, 581 55.9 lló ll. 2 tº gº sº
Year General
Merchandise Iron & Steel Miscellaneous Grand Total
Tons Per Tons Per Tons Per Tons
(000) cent (000) cent (000) cent (OOO)
1943 5l. O. 8 32 O. 5 l;6 2. li. 6,532
1942 119 l. 3 63 O. 3 33l 3.7 8,933
1941 338 9.6 lila ll. 6 791 22.l. 3,552
1940 l/13 12.0 li T3 13.7 324 23.9 3,454
1939 344 12.5 332 l2. l 796 29.0 2, 75l
1938 211 10.7 llì6 7. l. 560 23.5 l,970
1937 77 5.3 65 1.5 273 19.4 1,137
1936 ll;7 ll. 3 73 5.6 266 20.5 l, 300
1935 153 ll. It 3|| 7. 9 LT9 16.9 l,061
1934 123 ll. 8 69 6.7 150 ll. H. l,039
SOURCE: Annual reports of Chief of Engineers, U. S. Army,
Part 2.
l/ Above figures include only coastwise and internal traffic;
foreign traffic excluded. Ton—miles of coastwise and in-
ternal traffic not available.
* Less than 1,000.
6||70–12
The principal commodity in 1912 and 1943 was bituminous coal. v’
The cost of Federal aid for 1940 was li.8 mills per ton-mile.
The Chesapeake and Delaware Canal connects the Delaware River
and the Chesapeake Bay. Although the Chesapeake Bay is not considered
herein as a section of the Atlantic Intracoastal Waterway, from a phy-
sical standpoint it is a part of a continuous inland waterway route.
Norfolk, Wa. to the Sounds of North Carolina. This section of
the waterway is 92 miles long with a project depth of 10 feet and was
conpleted in 1903. The expenditures to June 30, 1943, for new work,
amounted to $75l,196, and for maintenance $2,415,536, or a total of
$3,166,732. This is one of two routes extending from Norfolk, Wa.
The cost of Federal aid in 1940 was 20.8 mills per ton-mile.
In Table 2 there are shown tho principal commodities, ton-miles
and average haul for the years 1934 through 1943.
TABLE 2
WATERWAY FROM NORFUL.K., WA. , TU SOUNDS QF
NORTH CARDLINA - ANALYSIS OF TRAFFIC,
1934 THROUGH 1913, PRINCIPAL CUMMODITIES,
TON-MILES AND AWERAGE HAUL
6ll!"O-13
Petroleum Mii Scel— Grand Total
Logs Lumber Products laneous Total Ton— Average
Tons Per Tons Per Tons Per Tons Per Tons Miles Haul
Year (000) Cent (OOO) Cent (000) Cent (000) Cent (000) (000) (Miles)
1943 l;2 l;7.9 25 23.1 l; 17.3 6 6.7 87 l, 979 23
1942 63 30.2 35 16. 6 107 51.5 l; l. 7 208 H, 423 2l
1941 59 21.9 73 27.3 lz7 l;7. l lo 3.7 269 5,592 2l
1940 52 21. H 73 29.9 67 27.7 5l 21. O 243 6,681 27
1939 l;7 21. O 65 29.1 91 l;0.7 21 9.2 223 7, 5ll 34
1933 lil, 20.6 67 31.1 76 35. 5 27 12.8 215 7, 228 3!!
1937 52 23.5 69 31.2 71; 33.6 26 ll. 7 220 5,35l. 24
1936 105 l;2. l 27 10.9 67 26.7 5l 20.3 250 6,842 27
1935 59 25.1, 69 29. l; 63 27. l l;2 l8. l 233 6,093 26
1934 l!6 26.9 l;7 27.6 39 22.7 39 22, 8 171 6,850 l:0
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2.
Norfolk, Wa. , to Beaufort Inlet , N. C.
This is the other route
which extends from Norfolk, Wa. , to the South, 198 miles long with a
project depth of 12 feet and was completed in 1935.
The expenditures to
June 30, 1943, for new work, were $8,495,592, and the maintenance cost
amounted to $14,565, 2014, or a total of $13,060,796.
This route is used to
a greater extent than the previously mentioned section, as will be noted
from a comparison of the tonnage transported.
Table 3 shows the analysis of traffic, 1934 through 1943, with the
principal commodities, ton-miles and average haul.
6||70–14
TABLE 3
WATERWAY FROM NORFOIK, VA., TO BEAUFORT INIET, N.C. -
ANALYSIS OF TRAFFIC, 1934 THROUGH 1943, PRINCIPAL
COMMODITIES, TON-MILES AND AWERAGE HAUL
Logs Foles Petroleum Sands Gravel
Wood Pulp & Piling & Products & Crushed Stone. Chemicals
Year Tons Per Tons Per Tons Per Tons Per Tons Per
(000) Cent (000) Cent (000) Cº.8 (000) Cent (000) Cent
1943 119 18.2 1014 15.9 97 11.9 3O l2, 2 67 10.3
1942 129 16s' 122 lb. 5 173 22.5 39 5,0 68 8.6
1941 IHS 14.4 175 16, 3 207 19.9 l 0.1 104 10.0
1940 100 10.3 11:2 111.7 156 16, 1 52 5, 3 l.3 lle 7
1939 72 7.7 1140 15.0 120 12.3 lſº ll. 2 i8. 12.6
1933 11|| 11.9 11.4 15.2 ll3 ll,8 70 7.3 156 16.4
1937 5 0.6 171 20, & 126 15.3 23 2.8 lo& 12.8
1936 tºº *e 86 13.5 96 114.9 6 l,0 86 lº-l;
1935 º tºg 59 10, 2 92 lb. 8 13 3, 1 77 lj. 2
1934 tºº tºmº lil 7.6 78 13.5 75 l?, 3 91 15.7
Sugar, Syrup T : : Miscel— Grand Total Average
Year & Molasses Lumber laneous Total Tons-Miles Haul
Tons Per Tons Per Tons Per Tons (OOO) (Miles)
(000). Cent (000) cent (000) Gent (000) -r
1943 55 8.3 112 6.4 90 13.8 65), 70,2O7 107
1942 13 2. l 102 13.0 131 l6.7 733 95,637 l2].
1941 60 5.8 lil 16.5 171 16.5 1,037 ll3,354 111
1940 l;3 H.9 206 21.2 153 15.8 970 116,315 12O
1939 37 H.0 191 20.4 152 16.3 936 lll,625 119
1938 37 3.8 171 17.9 150 15.7 957 100,436 105
1937 13 2, 2 210 25.5 164 20.0 323 86, Alp! 105
1936 2l 3.2 2.ll 32.8 lºé, 21.2 6112 72,570 ll3
1935 24 H. l 187 32.1 125 21.5 583 : 56,954 93
1934 23 H.8 lº& 23.7 127 21.9 531 56,807 93
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2.
The principal commodities on this section were wood pulp, logs,
poles and piling and petroleum.
The cost of Federal aid was 6 mills in 1936 and 3.1 mills in
1940.
6||1170–15
Beaufort, N. C. , to Cape Fear River, N.C., including waterway to
Jacksonville, N. C. This waterway is lllk.5 miles long, with a depth rang-
ing from 10 to 12 feet, and was completed in 1940. As of June 30, 1943,
the expenditures for new work amounted to $2,560,033, and the maintenance
costs were $912, 2014, or a total of $3,502,242.
The traffic transported, with the principal commodities, ton—miles
and average haul for the years 1934 through 1943, are shown in Table H.
6||70–16
TABLE ll.
WATERWAY FROM BEAUFORT, N. C., TO CAPE FEAR RIVER, N.C.-
ANALYSIS OF TRAFFIC, 1934 THROUGH 1913, PRINCIPAL
COMMODITIES, TON-MILES AND AVERAGE HAUL
Petroleum Vegetable Iron & Wood &
Products Food Products Chemicals Steel Paper
Year Tons Per Tons Per Tons Per Tons Per Tons Per
(000) cent (000) cent (000) cent (000) cent (000) cent
1943 7l; Il 27.0 li} 16. H. 29 l l!! 5.3
28.1 l. 1 ©
1912 76 23. l 60 18. 3 l;2 l2.7 23 3.1: 33 26.6
1941 2l 5, 2 93 23.2 60 111.8 25 6.2 12! 30.8
1940 13 5.0 66 13.7 57 16.0 7 2.0 126 35.8
1939 13 5.2 lili l9. 1 l;2 lſ. 1 l.0 71 29.3
1938 l!! 6.7 H2 20.6 29 ll.l 2 0.9 57 27.8
1937 20 ll. 8 25 11.6 2l l2.5 l! 2.6 5!! 32.0
1936 29 16.6 23 13. 2 ll, 8.1 l 0.6 74 12.1
1935 10 6.8 23 16.1 13 9.2 3 1.8 65 lſº. 2
1934 ll 8.9 21 16.9 LO 8.1 5 3.9 l;5 37.2
Grand Total
Miscellaneous Total Ton- Average
Year Tons Per Tons Miles Haul
(000) Cent (000) (0.00) (Miles)
1913 32 12.1 26, 23,025 87
1942 36 10.9 330 27, 2011 32
1941 79 19.8 l;02 33,397 83
1940 79 22.5 352 23,61); 31
1939 71 29.3 24ly 13,801 77
1933 62 29.9 206 15, 163 75
1937 l;5 26.5 170 lj,683 8O
1936 34 19.4 175 ll, 785 8||
1935 30 20.9 llº ll, l;81 3O
1934 31 25.0 122 9,314 77
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2. Above figures include
traffic on waterway to Jacksonville, N. C.
The principal commodities were petroleum and vegetable food
products.
The cost of Federal aid was 11.3 mills per ton-mile in 1936,
and 5.5 mills in 1940.
6lp;70–17
Cape Fear River, N.C., to Winyah Bay, S.C. The length
of this section is 94.5 miles, with a depth of 12 feet, and was
completed in 1940. The expenditures for new worz, as of June 30,
1943, were $6,013, 622, and the maintenance costs amounted to
$607,132, or a total of $6,620,754.
The analysis of traffic for the years 1934 through 1943
is shown in Table 5.
TABLE 5
WATERWAY FRO). CAPE FEAR RIVER, N.C., TO WINYAH BAY, S. C.-
ANALYSIS OF TRAFFIC, 1931, THROUGH 1943, PRINCIPAL CO.0–
DIT IºS, TON.—k.II,3S AND AWERA.G. HAUL
Petroleum Pulpwood & Vegetable Iron &
Year Products Wood Pulp Food. Products Steel Chemicals
Tons Per Tons Per Tons Per Tons Per Tons Per
(000) Cent (000) Cent (000) Cent (000) Cent (000) Cent
1943 26l H3.9 212 35.7 71 ll.9 ll. 2.4 9 l.5
1942 H6 10.3 277 61.6 5l. ll.9 2O lſ.l. 19 #.2
1941 ll; 2.9 265 57.8 72 l3.7 2O H.4 24 5.3
1940 à l.9 136 l;9.2 50 l8.l B l.9 16 5.7
1939 l, 1.7 39 l;2.8 Ølſ. ll.5 l 0.14 19 9.0
1933 l 0.5 50 lil.0 l2 10.6 ſº tºº l! 5.l
1937 3 3.3 25 30.14 l; 5.2 2 2.7 7 3.7
193 o 5 3.5 * º l; 7.5 l l.5 St 0.7
1935 31 19.0 - - º º * º gº ºngº
1934 3: l. 3 tºº tºº tººl gº º sºme tºº tºº
Year Miscellaneous Grand Total Total Average
Tons Per Tons Ton—Miles Haul
(000) Cent (OOO) –990– (Eiles
1943 28 lº.6 595 13,022 31
1942 34 7.6 lilig 27, 379 6l
1941 6); l3.9 H59 32,954 72
1940 6]; 23.2 276 21, 891 3O
1939 73 34.8 2O3 14,303 69
1933 l:3 lil.8 ll!! 7, 333 65
l937 l;2 19.7 3); 5, 505 66
1936 H6 31.8 57 2, 757 H9
1935 32 5l.0 63 1,263 2O
1934 33 98.7 33 lilić 13
SOURCE: Annual reports of Chief of Engineers,
U.S. Army, Part 2.
*Less than 1,000.
6||1170–18
The principal commodities were petroleum, pulpwood and wood pulp.
The cost of Federal aid was lili.3 mills per ton-mile in 1936 and
13.5 mills in 1940.
Winyah Bay, S.C. to Charleston, S.C. This section is 54 miles
long, 12 feet deep, and was completed in 1940. As of June 30, 1943
the expenditures for new work were $2,068,128, and the cost of mainte-
nance amounted to $1,595,084, resulting in total expenditures of $3,663,212.
The analysis of traffic for the years 1934 through 1913, including
the principal commodities transported with ton-miles and average haul,
are shown in Table 6.
6ll:70–19
TABLE 6
WATERWAY FROM WINYAH BAY, S. C., TO CHARLESTON, S. C.-
AIALYSIS OF TRAFFIC, 1934 THROUGH 1913, PRINCIPAL
CO.ODITIES, TON-MILES AND AVERAGE HAUL
Petroleum Wegotable Pulpwood & Oysters General
Year Products Food Products Wood Pulp In Shell Merchandise
Tons Por Tons Perº Tons Per Tons Per Tons Per
(OOO) Cont (OOO) Cent (OCO) Cent (OOO) Cent (000) Cent
1943 337 65.3 77 13.14 33 6.6 24 li. 2 19 3.3
1942 13!! 31.2 70 16.3 35 20.0 7 l. 6 20 l. 7
1911 67 24.6 34 12.5 60 21.9 6 2.3 l, 1.6
1940 58 26.l 17 7.6 35 33.5 9 H. O 2 O. 3
1939 32 33.5 12 5. O BL 20.7 7 2.9 * - º
1938 54 29.2 9 1.9 32 l/.6 31 lºſ. 0 * O. 2
1937 59 32.3 3 1.6 12 6.5 l; 2.2 2 0.9
1936 1H 32.0 2 !. 3 &º * tº l; 6.2 l 5.1
1935 14 18.3 2 2.7 º $º * O. l. 1 1.4
1931, 15 lo. O 3 2. O tºº Ǻ Tl l!3.6 * 0.3
Orcs, Metals & Miscel- Grand Total Avorage
Year Manufactures of laneous Total Ton— Haul
Tons Por Tons Per Tons Iſiles (ſiles)
(OOO) Cent (000) Cent (000) (OOO)
1943 14 2.5 27 lº. 7 577 30,033 52
1942 29 6.3 33 19. H. H23 22,160 32
1941 2l 7.7 30 29. H. 272 l3,733 5l
1940 5 2. l; l; 20.6 /221 9,861; l;
1939 l 0.3 93 37.6 246 ll,645 l{3
1933 sº O. 2 57 30.9 135 7,033 33
1937 st 0.2 102 56.3 132 9,081 50
1936 st l-l 23 51.3 lily 2,499 B6
1935. Sk 0.3 61 76.9 79 11,037 B2
1934 l O. l; 56 33.7 ll;6 5,661 59
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2.
* Less than l,000
The principal commodities were potroleum, vegetable food products,
pulpwood and wood pulp.
The cost of Federal aid was 41.4 mills per ton-mile in 1936, and
15 mills in 1940.
6||70–20
Charleston, S.C., to Beaufort, S.C. This waterway is 68% miles
long with a depth of 12 feet, and was completed in 1940. As of June 30,
1943, $853,918 had been expended on now work, and the maintenance costs
amounted to $613,139, making a total expenditure of $1,467,057.
Details as to the principal commodities transported, with the
ton-miles and the average haul for the years 1934 through 1943, are
shown in Table 7.
TABLE 7
WATERWAY FROM CHARLESTON, S.C., TO BEAUFORT, S.C.-
ANALYSIS OF TRAFFIC, 1931, THROUGH 1943, PRINCIPAL
COMMODITIES, TON-MILES AND AWERAGE HAUL,
PGt roleum Wegetable Animals & Wood &
Year Products Food Products Animal Products Paper
Tons Por Tons Por Tons Por Tons Por
(000) Cent (OOO) Cent (OOO) Cent (OOO) Cent
IGII; l,53 77.l 90 15.4 2O 3.5 ll 2.0
1912 54 22.2 33 33.3 15 6.l 61 25.0
1941 2 1.0 l;8 5l.l. 22 l3.9 57 36.6
1940 3 2.1 24 16.9 33 23.7 72 51.4
1939 sº 0.2 3O 30.0 23 28.5 l; 15.0
1938 sk 0.2 29 36.8 14 17.0 27 33.6
1937 l 0.8 32 H0.9 13 25.l 13 23.0
1936 l 2.2 23 lºl.2 16 23.5 10 17.4
1935 l 2.1 l6 l;7.7 13 33.9 st 0.4
1934 5 14.9 2O 38.8 l lº.3 §: 0.2
Miscel- Grand Total Average
Year laneous Total Ton— Haul
fe Tons Per Tons Miles (Iſiles)
w (000) Cent (OOO) (OOO)
1943 12 2.0 537 36,229 62
1942 32 12.9 245 14,461 59
1941 27 l'.H. 155 7,083 l:6
1940 3 5.9 11:0 l!,226 30
l939 26 26.3 99 2,156 22
1938 10 12.4 3O 2,072 26
1937 10 12.2 79 2,003 25
1936 6 lo.7 57 l,918 314
1935 l; 10.9 35 978 23
1934 7 21.8 31} l,722 51
SOURCE: Annual reports of Chiof of Engineers,
U.S. Army, Part 2.
* Less than l,000
6||1170–21
The principal commodity in 1943 was petroleum.
The cost of Federal aid was 16.1 mills per ton-mile in 1936, and
ll.7 mills in 1940.
Beaufort, S.C., to Cumberland Sound, Fla. (Fernandina, Fla.)
This section is l80 miles long, with a depth of 12 feet and Wa, S COIſl-
pleted in 1941. The expenditures for new work as of June 30, 1943,
amounted to $959,096, and the maintenance costs were $2,1469,097, result-
ing in a total expenditure of $3,427,193. The principal commodities, the
ton-miles and the average haul for the years 1934 through 1943 are shown
in Table 3.
6||70-22
TABLE 3
WATERWAY FROM BEAUFORT, S.C., TO CUMBERLAND SOUND,
FLA. (FERNANDINA, FL.A.) - ANALYSIS OF TRAFFIC,
1934 THROUGH 1943, PRINCIPAL COMMODITIES, TON-MILES
AND AWERAGE HAULe
Petroleum Pulpwood & Vegetable Sand & Logs, Piling
Year Products Wood Pulp Food Products Gravel & Poles
Ton Per Tons Per Tons Per Tons Per Tons Per
(000) Cent (OOO) Cent (OOO) Cent (000) Cent (000) Cent
1943 HT1 60.1, 35 10.9 67 3.6 53 6.7 37 l;.7
1942 6l 14.4 112 26. |B 10.5 82 19.2 lil, 10.3
1941 ll. 8.8 118 29. 5l. 10.7 52 10.2 56 11.0
1910 36 7.2 162 32.3 lil 8.2 53 10.6 lig 9.7
1939 35 9.3 lll 30.0 27 7.3 l; 12.1 H2 ll.3
1938 7 1.9 157 l;6.14 35 10.3 24 7.0 23 6.9
1937 9 H.H. 73 36.1 IO 5.l 24 ll,9 21, 12.0
1936 7 3.3 17 7.7 17 7.8 22 10.4 37 l?.0
1935 6 H.9 º tºº ll 3.2 3 2.0 57 28.2
1934 5 li.2 tºº tºº. 3 7.3 6 5.6 36 32.4
Year Coal Miscellaneous Grand Total Total Average
Tons Per Tons Per Tons Ton-Miles Haul
(000) Cent (OOO) Cent (OOO) (OOO) (Miles)
1943 27 3.5 lſo 5.2 731 70, 511; 90
1942 15 3.4 63 15.9 l;27 25,155 59
1941 53 10.5 93 19.4 50l. 20,364 l;0
1910 lig 9.8 111 22.2 50l 20, 377 lil
1939 15 li.0 97 26.0 373 15,797 l;2
1933 16 H.8. 77 22.7 338 17, 252 51
1937 8 H.0 5|| 26.5 2014 3, 540 2
1936 13 6.0 103 ||Y.8 216 7, 375 3||
1935 l? 13.0 53 l;3.7 132 l, 190 3||
1934 14 12.8 l;1 37.7 110 2, 310 2l
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2,
The principal commodities in 1943 were petroleum, pulpwood and
wood pulp.
The cost of Federal aid was 10.7 mills per ton-mile in 1936, and
5.3 mill, in 1940.
6ll;70–23
Cumberland Sound, Fla. (Fernandina, Fla.) and St. Johns River, Fla.
The length of this section is 25 miles, with a depth of 12 feet, and was
completed in 1941. The expenditures for new work to June 30, 1943,
amounted to $361,849, and the cost of maintenance was $142,713, or a total
of $50l., 562.
The analysis of traffic for the years 1934 through 1943 are shown
in Table 9.
TABLE 9
WATERWAY FROM CUMBERLAND SOUND, FL.A. (FERNANDINA, FLA.)
TO ST. JOHNs RIVER, FLA., - ANALYSIS OF TRAFFIC, 1934
THROUGH 1943, PRINCIPAL COMMODITIES, TON-MILES AND
AVERAGE HAULe
Petroleum Oyster Wegetable Pulpwood & Sand &
Year Products Shell Food Products Wood Pulp Gravel
Tons Per Tons Per Tons Per Tons T Per Tons Per
(OOO) Cent (OOO) Cent (OOO) Cent (OOO) Cent (000) Cent
I5H3 322 57.9 LOO 18.0 62 ll.l lºl 7.14 15 2.8
1942 lili llì.0 1116 l;6.5 33 10.4 l!8 15.l 21 6.8
1941 73 23.3 llo 35.0 5 l. 7 lil, 11.2 37 11,8
1910 69 24.1 66 23.0 lſ. 1.4 69 24.1 31 10.8
1939 H3 16.1 150 55.6 5 l.9 5 1.8 26 9.5
1933 ll 6.8 85 52.8 LO 6.4 l 0.3 19 ll.9
1937 12 H.H 211 77.5 7 2.6 £º Gºº 16 6.0
1936 ll. 5.1 235 32.0 10 2.8 emº tº 15 H.3
1935 12 10.3 51 HB.5 LO 8.l. º tºº 10 8.9
1934 7 10.7 l l.8 6 3.6 º tºº 6 9.l
Year Miscellaneous Grand Total Total Average
Tons Per Tons Ton—Miles Haul
(OOO) Cent (OOO) (OOO) (Miles)
1943 l6 2.8 556 10,392 #
1942 23 7.2 316 l, HT9 l
1941 lili ll!.0 31|| 5,236 17
1940 li& 16.6 237 5,629 20
1939 lil 15.1 269 3,329 l2
1938 35 21.8 l62 2,115 13
1937 26 9.5 272 2, 193 3
1936 27 7.8 3||7 2,314 7
1935 30 26.9 113 l, 723 15
1934 lºſ 69.8 63 1,595 24
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2.
6||110-21
The principal commodities in this section were petroleum
any oyster shells,
The cost of Federal aid in 1936 was 5.6 mills, and 1.6
mills in 1940.
Jacksonville to Miami, Fla. This is the longest section
on the Atlantic Intracoastal Waterway with a length of 372 miles,
but its depth is less than on the other portions, only eight feet
deep. It was completed in 1935. The expenditures as of June 30,
1943, for new work, amounted to $7,316,771, and the cost of mainte-
nance was $2,697,245, or a total of $10,0414,016.
The analysis of the traffic for the years 1934 through
1943 are shown in Table 10.
TABLE LO
6ll;70–25
WATERWAY FROM. JACKSONWILLE TO MIAMI, FL.A. - ANALYSIS
ON TRAFFIC, 1931, THROUGH 1943, PRITICIPAL COMMODITIES,
TON-MILES AND AWERAGE HAUL
*
Sand, Gravel Petroleum Vegetable Concrete
Year & Rock Products Food Products & Cement
Tons Per Tons Per Tons Per Tons Per
(000) Cent (000) Cent (OOO) Cent (000) Cent
1943 239 57.7 108 25.9 50 l2. O • 5 l. l
1942 356 77.3 113 9.3 17 3.7 12 2.6
1941 31ſly 77.8 61 lj, 8 2 0.5 10 2.2
1940 353 77.8 l;2 9.3 2 0.4 l! 0.9
1939 303 59.7 152 29.14 2 0.14 10 2. O
1938 250 55.3 150 33.4 6 l. 3 6 l. 3
1937 309 57.8 129 24.3 5 1.0 17 3.3
1936 199 57.8 31, 24.6 6 l. 7 2 O. 7
1935 llO l:0.9 105 33.9 12 li.l. 3 2. 3
1934 &l; 28. It ll! 33.9 7 2.5 2O 6.9
Year Miscellaneous Grand. Total Total Average
Tons Per Tons Ton—iſſiles Haul
(OOO) Cent (OOO) (OOO) (Miles)
1943 14 3. 3 l;15 36,323 33
1942 3O 6.6 197 33,187 73
1941 25 5. 7 lil 2 19, 160 lij
1940 53 ll. 6 |Bl, l", liltz 39
1939 lil; 3.5 517 13,150 26
1938 39 3. 7 l;52 lo, 396 24
1937 72 13.6 533 16,633 31
1936 52 15.2 343 ll, 1814 33
1935 35 13.0 27O ll,lili'ſ l;2
1934 63 23. 3 29.4 9,326 34
SOURCE: Annual reports of Chief of Engineers, *
U. S. Army, Part 2.
Ferry Traffic excluded.
The principal commodities were sand, gravel and rock
and petroleum.
The cost of Federal aid was 45.5 mills per ton-mile in
1936, and 28.8 mills in 1940.
6ll;70–26
In the preceding tables there are shown, by sections, the principal
commodities with the percentages of the total tonnage transported, and
with the exception on the Chesapeake and Delaware Canal, the ton-miles
and average haul. The tabulation below shows the total tonnage and ton-
miles on the waterway for the years 1934 through 1943.
Year Tons & Ton-liiles
(OOO)
1934 . . . . . . . . . . . . . 2,598,203 191,211
1935 . . . . . . . . . . . . . 2,711,567 197,203
1936 . . . . . . . . . . . . . , H31,634 243,130
1957 . . . . . . . . . . . . . ,002, 333 233,066
1938 . . . . . . . . . . . . . l,676,960 377, 709
1939 . . . . . . . . . . . . . 5,364,834 l:30,851,
1940 . . . . . . . . . . . . . 6,393,538 581,004
1941 . . . . . . . . . . . . . 7,336,523 630,654
1942 . . . . . . . . . . . . . 12,580,529 l, 261,089
1943 . . . . . . . . . . . . . 11,047,370 1,020, 502
Increase 1943
Over 1934. . . . . . . . . . . . . 3, lilig,162 329,091
% Increase 1943
Over 1934 . . . . . . . . . . . 325 l;5
Notes: Tonnage figures are gross, including possible duplications
due to movement over more than one section of the Waterway.
Above tonnage figures are exclusive of foreigni traffic on
the Chesapeake and Delaware Canal for years 1938–1943, in-
clusive. Ton mile figures include foreign traffic.
The traffic increased each year eccept 1943. The large increases in
1942 and 1943 were due to the use of the Chesapeake and Dolaware Canal be—
cause of the submarine activities along the coast. The decrease in 1943 was
due to the fact that these submarines were under control and some of the
traffic moved over outside routes.
6||1170–27
Gulf Intracostal Waterway
The Gulf Intracoastal Waterwar oxtends from the St. Marks River
(Apalachee Bay) in western Florida to Brownsville, Texas (on the Mexican
Border) a distance of 1,053.6 miles via the Harvey Lock near New Orleans.
An alternate route extends up the Mississippi River through Plaquemine
Lock to Morgan City, Louisiana, over which route the total distance is
l,127.2 miles. At present the sections between St. Marks River and
Apalachicola, Florida and Corpus Christi to Brownsville, Texas are not
completed.
By the River and Harbor Act of July 23, 1942 (Public Law 675, 77th
Congress —2nd Session) enlargement of the Gulf Intracoastal Waterway from
100 feet wide and 9 feet deep to 125 feet wide and 12 feet deep from
Apalachee Bay, Florida to Corpus Christi, Texas, and its extension to the
vicinity of the Mexican Border near Brownsville, Texas was authorized.
The provious projects providing for 9-foot channels were substantially
completed between Florida and Galveston when the present 12-foot projects
were authorized. As of June 30, 1913, the present 12-foot projects were in
the following stages:
Per Cent,
Completed
Apalachee Bay, Fla.—Rigolets, La. 65
Rigolets, La.--Sabine River, Texas l;7
Sabine River—Brownsville, Texas 39
(Section from Corpus Christi to
Port Isabel, Tex. not navigable)
Undor the above authorization the smaller projects making up this
waterway were consolidated into three main segments in-so-far as expend-
itures are concerned, and the following tabulation summarizes data relating
to the previous projects and to the present ones:
Present
Authorized Projects
l. Apalachee Bay, Fla.
to Rigolets, La.
II. The Rigolets, La. to
Sabine River, La. and
Texas
III. Sabine River, La. – Tex.
to Brownsville, Texas
Former Projects
(l)
(2)
(3)
(l)
(5)
(6)
(l)
(2)
(l)
(2)
Apalachicola Bay to
St. Marks River, Fla.
Apalachicola Bay to
St. Andrews Bay, Fla.
Choctawhat chee Bay to
West Bay, Fla.
hoctawhat chee Bay to
Pensacola Bay, Fla.
Pensacola Bay, Fla. to
Mobile Bay, Ala.
Mobile Bay, Ala. to
New Orleans, La.
Subtotal . . . . . . . . . . .
6||1170–23
kileage
71
113
26
357.2
The Rigolets (Mississippi
River) to Sabine River
via Harvey Lock route
Alternate route from
Mississippi River to
At chafalaya River, La.
via Plaquemine
272.4
346
Subtotal—direct route
Sabine River to
Corpus Christi, Tex.
Corpus Christi, Tex.
to Brownsville, Tex.
Subtotal . . . . . . . . . .
Grand Total – Apalachee Bay, Fla. to
Brownsville, Tex. (Mexican
Border) via Harvey Lock
Alternate route via Plaquemine
272.4
293.5
l30.5
l{2}
1,053.6
1,127.6
6likTO-29
The expenditures as now reported are consolidated for these three
main projects, including the alternate route via Plaquemine, as follows:

l.
Project
Expenditures to June 30, 1913
New Work
Apalachee Bay, Fla... to
Rigolets, La. . . . . . . . . . . . . . . . . . . . $4,650,998
Rigolets, La.--Sabine River,
La. and Tex., including the
alternate route via
Plaquemine Lock . . . . . . . . . . . . . . . . 13,361,418
Sabine River to Brownsville,
Tex. © & © & © e º e s e Q & © & © e º sº e º e o 'º e º 'º tº
6,909,263
Total . . . . . . . . . . . . . . . . . . . . . . . . $24,921,679
Maintenance Total
$ 1,173, 847 $5,824, 345
1,295,857 17,657,275
l, 264,626 11,173, 889
$ 9,734,330 $31,656,009
A brief account of each section with some tonnage statistics and the
cost per ton-mile of Federal aid to transportation follows.
miles long and when completed will be 12 feet deep.
Apalachee Bay to Apalachicola River, Florida,
This project is 71
The tonnage trans-
ported during the years 1937 through 1943 is shown below.
650,000 tons of gasoline and 20,000 tons of fuel and gas oils.
Tons
(OOO)
Year Tons Year
(OOO)
1937 . . . . . . . . . 63 1941 ...
1938 . . . . . . . . . 51 19142
1939 . . . . . . . . . 85 1913
1940 . . . . . . . . . 97
e Q & Q & © º e
© e e s e º e o e
104
ll;
69||
In 1943, of the total of 694,000 tons, there were transported
The
total ton-miles was slightly more than 20 million, and the average haul per
ton was 29 miles.
The increase in traffic, in 1913, was due to the comple—
tion of a pipe line from Carrabelle to Jacksonville, providing a
connection between the Gulf and Atlantic Intracoastal waterways.
At Jacksonville barges picked up loads of petrºleum and carried them
up the Atlantic Intracoastal Waterway.
6||70–30
The cost of Federal aid for 1939 and 1940 was four-tenths
of one mill per ton-mile.
Apalachicola River to St. Andrews Bay, Florida. This ºr-
ject is H3 miles long and 12 feet deep. The ton-mileage, in 1943,
was slightly in excess of 68 million and the average haul was 45
miles. The tonnage transported for the years 1937 through 1943 is
shown below,
Year Tons Year Tons
—- (OOO) (OOO)
1937 . . . . . 105 1941 ..... 239
1938 . . . . . i48 1942 ..... 745
1939 . . . . . 246 1943 .... 1,524
1940 ..... 239
Besides l, 166,000 tons of gasoline and kerosene and 23,000
tons of fuel oils, there was transported 3,000 tons of general mer-
chandise, eastbound, in 1943.
The cost of Federal aid from 1936 through 1940 ranged from
3 to 7.8 mills per ton-mile.
St Andrews Bay to Choctawhat chee Bay, Florida. The pro-
ject length is 26 miles. It includes a 23-mile land cut, connecting
West Bay with deep water in Choctawhat chee Bay, where natural depths
greater than 12 feet are available, to East Pass, Florida. On this
section the traffic increased each year since 1938, as shown in the
comparative statement below.
Year Tons Year Tons
(OOO) --- (OOO)
1938 . . . . , 53 1941 ... . . 570
1939 . . . . . 187 1942 .... 1,059
1940 ..... */9 1943 .... 1,971
64470–31
Of the amount transported in 1943, there were l,724,000
tons of gasoline and kerosene, 164,000 tons of fuel oils and
27,000 tons of general merchandise, moving eastbound. The traffic,
in 1943, was transported slightly more than 94 million ton-miles,
and the average haul was H.8 miles.
The cost of Federal aid was 19.6 mills per ton-mile in
1938, 6.9 mills in 1939, and 8.3 mills in 1940. g
Choctawhatchee Bay to Pensacola, Florida. The length of
the project is l;7 miles long, with controlling depths of 12 feet,
and extends through Santa Rosa Sound to Pensacola, Florida. As in
the case of the previously described section, the tonnage increased
each year, from 1937 to 1943, as shown in the tabulation below.
Year Tons Year Tons
(000) (OOO)
1937 . . . . . . . 54 1941 ...... 625
1958 . . . . . . . 6|| 1942 . . . . . . l. 168
1939 . . . . . . . 148 1943 . . . . . . 2, 141
1940 ....... H.27
The principal commodities transported were petroleum and
petroleum products. There also moved into this section 5, 787 tons
of general merchandise, that is, this amount of tonnage terminated
here. The ton-mileage on this section was almost lull million, and
the average haul was 67 miles.
The cost of Federal aid was 6.8 mills per ton-mile in
1936, and in 1940 it was 0.4 mills.
Pensacola Bay to Mobile Bay. The project provides for a
length of 39 miles and a depth of lz feet. The distance between
Pensacola, Florida and Mobile, Alabama via this inland route is 83
6||1170–32
miles. Like the other sections previously mentioned, the tonnage
steadily increased from 1937 to 1945, as will be noted by reference
to the tabulation below.
Year Tons Year Tons
(OOO) (OOO)
l957 . . . . . . . l/2 1941 ..... 633
1938 . . . . . . . 207 1942 . . . . l.,306
1939 . . . . . . . 519 1943 . . . . 2,557
1940 . . . . . . . 507
Petroleum was the principal commodity transported. Includ-
ed in the total tonnage moving in 1943 were 2 million tons of gaso-
line and kerosene, 250,000 tons of fuel and gas oils and 27,000 tons
of general merchandise. The principal commodities in the west bound
movement were logs, contributing 7,000 tons, and pulpwood 24,000 tons.
The traffic was transported slightly in excess of lló million ton-
miles, with an average haul per ton of 45 miles.
The cost of Federal aid in 1936 and 1937 was 6.9 mills per
ton-mile, and in 1940 it was 3 mills.
Mobile Bay to New Orleans, Louisiana. This is a dredged
channel, l? by 500 feet, through Pass aux Herons, connecting Mobile
Bay with the Mississippi Sound. From there the route passes through
Mississippi Sound, Grand Island Pass, and Lake Borgne to The Rigolets,
Louisiana; thence by a land cut to the Inner Harbor ſavigation Canal
at New Orleans. The project length is 126 miles.
Table ll shows the principal cominodities transported for
years 1934 through 1943.
6||70–33
TABLE ll
WATERWAY FROM MOBILE BAY, ALA. To NEW ORLEANS, L.A. –
ANALYSIS OF TRAFFIC, 1931 THROUGH 1913, PRINCIPAL
COMMODITIES, TON-MILES AND AWERAGE HAUL.
Petroleum Limestone Asphalt, Iron & Shells
Year Product, S Petroleum Steel
Tons Per Tons Per Tons Por Tons Per Tons Per
(000) Cent (000) Cent (000) Cent (OOO) Cent (OOO) Cont
1943 3,169 71.0 lić5 10.4 202 - 11.5 ljl 2.9 lz7 2.8
1942 2,076 53.5 lig2 13.9 100 2.8 70 2.0 127 3.6
1941 l,316 H3.1 HD3 15.0 71 2.3 60 2.0 lll: 3.7
1940 620 30.2 350 l/.l 73 3.6 123 6.0 13° 0.6
1939 343 20.5 l/B3 27.3 16 0.9 79 11.7 17 l.0
1933 156 13.0 318 26.7 23 2.0 26 2.2 19 l.6
1937 192 l/.2 221 19.6 21 l.8 39 3.5 lº 1.4
1936 64 6.6 198 20.6 22 2.3 38 3.9 lſº l!.5
1935 5l 7.5 157 22.9 15 2.2 23 H.l 22 3.2
1934 30 5.8 l89 32.6 3 l.5 15 2.8 5 0.9
Sand,Cravel Oysters Miscel- Grand Total Average
Yoar & Shale in shell laneous Total Ton - Haul
Tons Per Tons Per Tons Per Tons Miles (Miles)
(000) Cent (000) Cent (000) Cent (000) (OOO)
1943 37 2.0 67 l.5 220 H.9 li, HTO 535,574 120
1942 lzl. 3.5 67 l.9 H.89 13.8 3,545 397,118 112
1941 336 ll.0 67 2.2 633 20.7 3,051, 324,246 106
1940 307 lb.0 lll: 5.5 l/50 22.0 2,051 216,603 106
1939 297 17.7 6|| 3.8 l;03 25.1 l,677 1311,806 ll.O
l938 202 17.0 70 5.9 375 31.6 l,183 lºo,755 ll.0
1937 166 ll!.8 113 10.0 356 31.7 1,124 ll2,133 100
1936 lull 15.0 99 lo.2 355 36.9 963 614,801 67
1935 70 10.1 77 ll. 1 267 33.9 636 62,975 92
1934 7l 13.7 8 l.6 2.1% lil.l 520 73,632 lil
SOURCE: Annual roports of Chief of Engineers,
U.S. Army, Part 2.
There was a greater variety of commodity-movements on this
so ction than on those already described.
+
traffic included
In 1943 the through eastbound
6|ill"O-3),
Tons
(OOO)
Products of Agriculture. ... 16
Animals and products. . . . . . . 64
Products of Mines. . . . . . . . . . 2ul!
Products of Forests. . . . . . . . lſº
Manufactures and Mis-
Gellaneous . . . . . . . . . . . . . ; , 215
In the last named commodity group there were 3, 158,000 tons of
petroleum and products, 9,000 tons of sugar and 39,000 tons of general
merchandise.
The cost of Federal aid in 1936 was two-tenths of one mill per
ton-mile and in the years 1937 through 1910 it was one-tenth of one
mills
Mississippi River, Louisiana to Sabine River, Texas. There are
two routes from the Mississippi River as far as Morgan City, one via
Harvey Lock and one via Plaquemine. The project length via Harvey Lock
is 272 miles. The project depth from Harvey Lock, near New Orleans, to
Calcasieu River, La., is lº feet and the remainder 30 feet. The analy—
sis of traffic transported for the year 1937 through 1943 is shown in
Table 12.
WATERWAY FROM MISSISSIPPI RIVER, LA, , TO SABIN; RIVER,
TABIE 12
TEXAS - ATALYSIS OF TRAFFIC, 1937 THROUGH 1943,
PRINCIPAL COM.ODITIES, TON-MILºS AND AWERAGE HAUL,
6||70–35
Year
1943
1942
1941
1940
1939
1933
1937
Year
1943
1942
1941
1940
1939
1933
1937
Crude Petroleum Iron and
Petroleum Products Shells Sulphur Steel
Tons Per Tons. Per Tons, Per Tons, Per Toas, "Per
(000) Cent (OOO) Cent (OOO) Cent (000) Cent (OOO) Cent
7,911 19.5 6,377 39.9 652 H.l 367 2.3 2ll 1.3
3,497 52.3 6,051 37.3 293 l. 3 512 3.2 1814 lel
7,402 60. H. 2,363 23.3 l;27 3.5 l;70 3,8 l;22 3.4
5,788 71, 7 933 11.6 188 2.3 l8l4 2.3 396 H.9
3,683 69.3 HT6 9.0 133 2.5 llo 2.1 370 7.0
2,935 66. H. l,08 9.2 214 H.8 53 le 2 235 5.3
2,790 68.7 ...}{06 10.0 89 2.2 63 is lºl H.2
Miscellaneous Grand Total Total Average
Tons Per Tons Tons—Miles Haul
(000) Cent (000) (000) (Miles)
l!/1 2.9 15,938 2,747,362 172
701. H.3 16, 241 2,799,115 172
633 5, 6 12,266 1,867,991 152
53]. 7, 2 8,073 l,071,980 133
535 10, 1 5,307 631,802 ll.9
577 13.1 li, H23 l;57,071 103
539 lº. 3 l,058 395,697 93
SOURCE: Annual reports of Chief of Engineers, U. S. Army, Part 2.
Traffic on Mississippi River to Atchafalaya River,
Plaquemine to Morgan City alternate route not inclu-
ded. Commerce from Calcasieu River, La, to Sabine.
River, Tex. not included prior to 1940. Totals ex-
cluding duplications, prior to 1937, not available,
The largest amount of traffic moves on this section. In
1943 the ton-mileage amounted to 2,747 million, and the average haul
Was 172 milese
The inbound traffic on this section amounted to slightly in
excess of 31/4,000 tons, the principal commodities being crude pe-
troleum, sea shells, petroleum and pruducts, rafled logs, and iron and
*
6||70–36
steel. The outbound traffic amounted to 160,000 tons with crude
petroleum, water boilers, sea shells and petroleum and pruducts as the
principal commodities. The through traffic eastbound amounted to
12,251,000 tons of sea shells, 341,000 tons of sulphur, 17,000 tons
of sugar, 30,000 tons of printing paper and 53,000 tons of manufactures
and miscellaneous, N.O., S.
The westbound through traffic was 3,260,000 tons. Soy
beans was the principal commodity in the products of agriculture
group, with 29,000 tons, and sea shells included in the animals and
products commodity group contributed l28,000 tons. The movement of
crude petroleum was 2,529,000 tons. Petroleum and products tonnage
amounted to 218,000 tons, the principal commodity being lubricating
oil with tonnage amounting to 87,000 tons. Iron and steel articles
produced slightly in excess of 187,000 tons.
On the alternate route, via Plaquemine, a much smaller amount
of traffic was transported, as will be noted from Table 13. The ton-
mileage in 1943 was almost 152 million, and the average haul per ton
was 46 miles.
TABLE 13
6hly?0-37
WATERWAY FROM MISSISSIPPI RIVER TO ATCHAFALAYA RIVER, LA.,
PLAQUEMINE TO MORGAN CITY (ALTERNATE ROUTE) - ANALYSIS
OF TRAFFIC, 1931, THROUGH 1943, PRINCIPAL COMMODITIES,
TON-MILES AND AWERAGE HAUL.
Paper Miscel-
Products laneous
Tens Per Tons Per
(000) Cent (000) Cent
27 0.8 l;O 1, 2
30 0.9 56 1.6
25 1.6 ll;7 9.6
l 0.1 79 12.6
l 0.1 96 16.1;
l 0.1 l;8 9.4
sº 0.1 57 10.6
*: º 57 14.3
2 0.7 l;7 16.9
2 0.7 5l 17.11
Petroleum Crude
Year Products Petroleum Logs, rafted
Tons Per Tons Per Tons Per
(000) Gent (000) Gent. (000) gent
1943 2,150 65.1; 1,038 31.7 29 0.9
1942 2,713 78.0 641 18.4 37 l. 1
1941 1,007 65.4 330 21.1; 3l 2.
1940 282 lºl. 7 234 37.1 35 5.5
1939 181 30.9 24l lºl. 2 67 ll.l;
1938 128 25.3 213 l;2.2 116 23.0
1937 32 lbs 2 290 53.7 110 20.4
1936 81; 21.2 166 l;1.6 91 22.9
1935 5l. 18.2 66 23.5 11!! l;0.7
1934 33 12,8 31 27.6 122 lºl. 5
Year Grand Total Total Average
Tons Ton-Miles Haul
(000) OOO (Miles)
1943 3,281, 151,554 1.6
1942 3, #77 182,630 53
1911 l, 540 71, lil;7 16
1940 630 26,085 lºl
1939 585 23,847 lºl
1938 506 17, 279 34
1937 510 23,920 l!
1936 398 18, 310 l;6
1935 230 9, 781 35
1931; 294 9,703 33
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2.
* Less than 1,000
In 1943 there was transported one million tons of crude
petroleum and 2,150,000 tons of petroleum products.
bined routes.
The Federal cost per ton-mile was 0.8 mills in 1940 for com—
6ll,70–33
Sabine River to Galveston, Texas. The length of this project is
90.5 miles. The depth ranges from 12 to 34 feet. In 1913, the ton-mileage
was slightly more than 580 million, and the average haul per ton was l;7
miles. The cost of Federal aid is shown in connection with the next sec-
tion. The analysis of traffic is shown in Table 14.
TABLE ll!
WATERWAY FROM SABINE RIVER TO GALVESTON, TEXAS - ANALYSIS
OF TRAFFIC, 1934 THROUGH 1913, PRINCIPAL COM.0DITIES,
TON-MILES AND AVERAGE HAUL.
Petroleum Crude Iron and
Year Products Petroleum Shells Sulphur Steel
Tons Per Tons Per Tons Per Tons Per Tons Per
(000) Cent (OOO) Cent (000). Cent (000). Cent (000) Cent
1943 6,570 52.9 l,607 37.1 l;75 3.8 341 2.7 179 l. H.
1942 6, 100 16.5 5,773 lil.0 298 2.3 l;73 3.6 158 l. 2
1941 3,053 29.6 5,830 56.6 291 2.8 131 H.2 3.48 3.11
1940 1,151 16.6 l, 785 69.1 265 3.3 l?l 2.5 351 5.1
1939 386 12.3 2,203 70.5 23 O.9 104 3.3 303 9.9
l238 291 lz. 3 l,695 71.5 29 l. 2 19 2.1 183 7.7
1937 16; 16.0 539 57.6 18 1. 3 63 6.2 103 10.1
1936 110 15.9 543 68.5 10 l. 3 lil 5.2 57 7. l
1935 26 ll. 1 37 36.3 30 12.8 10 16.9 36 lb. 2
1934 3 9.2 ll 29.1 * l. O 5 12.. O 5 11.2
*. Miscellaneous Grand Total Total Average
Year Tons Per Tons Ton—Miles Haul
(000) Cent (OOO) (000) (Miles)
1913 255 2. l 12, 127 330,696 l;7
1942 313 2. li. 13, lll: 661, 534 50
1941 347 3.11 10,306 552,954 54
1940 2Ol 2.9 6,925 382,192 56
1939 96 5.1 3, 125 l82, 225 58
1938 122 5.2 2,369 l37,233 53
1937 35 3. 3 l,021 35,945 55
l936 31 11.0 791; lil, 592 32
1935 13 7.7 238 ll, 304 60
1934 13 34.5 33 2, 270 60
SOURCE: Annual reports of Chief of Engineers,
U. S. Army, Part 2.
Commerce between Sabine River and Port Arthur,
Texas, not included prior to 1940.
* Less than 1,000
6||170–39
The petroleum tonnage on this section constituted 90 per cent of
the total in 1943.
Galveston to Corpus Christi, Texas. The project depths in this y’
portion vary from 6 to 32 feet, and the project length is 203 miles. The
ton-mileage in 1943 was slightly in excess of 239 million, and the aver-
age haul 93 miles. The tonnage transported has increased each year since
1940, as shown below:
Year Tons
(OOO)
1940 . . . . . . . . . . . . 362
1941 . . . . . . . . . . . . 1,216
1942 . . . . . . . . . . . . 1,902
1943 . . . . . . . . . . . . 2,565
The principal commodities were sea shells and petroleum, \
The cost of Federal aid on the section from Sabine River to
Corpus Christi, Texas, was H.3 mills per ton-mile in 1936, and 1 mill in
1910.
Corpus Christi to Brownsville, Texas. Public Law 675 (77th Con- .
gress, 2nd Session) authorizes the extension of the Gulf Intracoastal
Waterway to the vincinity of the Mexican Border. The section from Corpus
Christi to Port Isabel is not navigable, and the authorization provides
for a channel 12 feet deep and 125 feet wide. From Port Isable to
Brownsville the controlling depth is 26 feet. No traffic statistics are
available.
In the preceding pages available data as to the tonnage and prin-
cipal commodities have been shown for each section. And, in Table 15 the
principal commodities, the tonnage, ton-miles and average haul for the
System as a whole are shown.
TABLE 1.5 6ll;10-110
WATERWAY FROM APALACHEE BAY, FLORIDA TO THE HEXICAN
3ORDER, - AIALYSIS OF TRAI. IC, 1937 THROUGH 1943
PRINCIPAL COil...ODITIES, TON-MILES AND AVERAGE HAUL

1943 1912 1911 1910
COMODITY Tons TFer Tons T Per Tons Per Tons Per
(OOO) Cent (000) Cent (000) Cent (000) Gent
Crude Petroleum ... 9,284 H2.1 9,093 l;2.8 3,022 H6.3 6,356 54.6
Petroleum Products. 7,6ll 34.5 6,943 32.7 3,803 21.9 1,620 lj.9
Shells . . . . . . . . . . . . 2,942 ly, 3 2,392 ll.2 2,026 ll.T 636 5.9
Limestone . . . . . . . . . 465 2.1 H92 2.3 l,53 2.6 350 3.0
Sulphur . . . . . . . . . . . .388 lº & 537 2.5 l;86 2.8 195 l. 7
Iron and Steel . . . . 264 l.2 220 l.0 l;9 2.8 503 A.3
Asphalt, petroleum. 210 l.0 I22 0.6 7 0.4 75 0.7
Pulpwood. . . . . . . . . . . 132 0.6 307 l.H. 506 2.9 517 H.H.
Oysters, in Shell. . 84 O.H. 79 0.14 30 0.5 l27 l.l.
Miscellaneous . . . . . 666 3.0 1,077 5.l. 1,400 3.1 l, 214 10.4
Grand Total Tons . .22,045 100.0 21,268 100.0 li, 350 100.0 ll,643 100.0

Total Ton—Miles (OOO)3,985,230 3,177,79 2, 362,202 1,743, lill,
Average Haul (Miles) 131 l6), l65 150
1939 1933 1937
COMODITY Tons Per Tons Per Tons Per
(000) cent (000) Cent (000) Cent
Crude Petroleum ... H., H07 54.0 3,579 54.2 3,205 55.7
Petroleum Products. 94]+ 11.5 660 lo .O 587 lo, 2
Shells . . . . . . . . . . . . 178 2.2 26l H.0 l2O 2. l
Limestone . . . . . . . . . 458 5.6 318 H.8 221 3.8
Sulphur . . . . . . . . . . . 126 l-5 63 l.0 79 l.H.
Iron and Steel . . . . All 5.4 262 H.0 210 3.6
Asphalt, petroleum. . 20 0.3 24 0.4 22 0.4
Pulpwood. . . . . . . . . . . 384 H.7 238 3.6 159 2.8
Oysters, in Shell. . 73 l.0 39 l.H. 133 2.3
Miscellaneous . . . . . l, 132 lj.8 l,095 16.6 l,019 l'.7
Grand Total Tons T3,163 ICO.O.T6,590 ICO.OTE,75IICO.0

Total Ton—Miles (000) 1,046,019 751,266 581,329
Average Haul (Miles) 128 ll); 10l.
SOURCE: Annual reports of Chief of Engineers, U. S. Army, Part 2.
Traffic on the Mississippi River to Atchafalaya River,
Plaquemine to Morgan City alternate route, is not included.
Commerce on sections Calcasieu River, La. to Sabine River,
Texas, and Sabine River to Port Arthur, Texas, not included
prior to 1940. Totals excluding duplications, for entire
Gulf Intracoastal *ś; rior to #! are not available •
l
Section from Corpus Chris o Port Isa ëi, Tex is not navi-
able. Data shown a air". àyº alachee
###, fºla. #3 Šášs &f.;; £gaše waterway from Ap &
6||70—ll
SECTION II.
REGULATED CARRIERS
The regulation of these carriers since the passage of the
Transportation Act of 1940 is similar to that of the Atlantic and
Gulf CoastWise carriers, which has been outlined in the report on
Atlantic and Gulf Coastwise Transportation.
Unlike the deep-sea coastwise operations, which were discon-
tinued during the war, these carriers were able to operate because
they used the inland routes.
At the close of 1944 there were lj carriers operating in this
trade, classified by the Interstate Commerce Commission as Class A
and Class B, that is, companies having average annual operating
revenues exceeding $100,000. They were:
Eastern Transportation Companyl/
Baltimore Steam Packet Co.
DeBardeleben Coal Corporation,
d/b/a Coyle Lines
Norfolk, Baltimore & Carolina Lines, Inc.
St. Johns River Line Company?
Wictor Lynn Lines, Inc.
Hyer Towing Company, Inc.
North Carolina, Inc.3
Red River Barge Line
W. E. Walliant & Co.
Glooney Construction & Towing Co., Inc.
G. B. Zigler jº.
c. G. Wilis:
lſ Annual reports for 1941 and 1942 are not available.
2/ Annual report for 1941 is not available.
3/ Annual report for 1914 is not available.
E/ Annual reports for 1943 and 1941, are not available.
All of the above companies are common carriers, except the
last, which is a contract carrier.
6ll! TO-le
Data as to the tonnage and results of operation are not complete.
In some instances no report was filed and in others the reports were not
completed.
Volume and Character of Traffic
The increases shown in 1913 and 1911 in Table l6 are due chiefly
to the fact that the Eastern Transportation Company transporting 1,390,000
tons in 1943 and 1,380,000 tons in 19th did not file its annual report
with the Commission in the other two years.
TABLE 16
TONNAGE OF REGULATED CARRIERS, 1911 THROUGH 19.hlſ.
Year TNumber of Tons
Carriers (OOO)
Reporting
1941. . . . . . . . . . ll 2,631
1942. . . . . . . . . .* ll 2,672
; e e º ſº g º e º tº º ll l, 282
1944. . . . . . . . . . ll l, 819
Of the carriers mentioned above, five of them handled the major
portion of the tonnage, While some confined their activities to a few
commodities others handled a large number. Their tonnage for 1913 and
1911 has been separated among the general commodity group, and are shown
below.
Tons
(000)
Commodity Group: 1913 1911
Products of Agriculture . . . . . . 37 25
Animal products. . . . . . . . . . . . . . 2 2
Products of Mines. . . . . . . . 9 & © 6. l, 806 1, 815
Products of Forests. . . . . . . . tº tº l l
Manufactures and Miscellaneou 873 l, lig6
L. C. L. Freight. . . . . . . . . . . . . . . 65 57
Total . . . . . . . . tº w & e o e s e s e o e C 2,781, 3,356
6||70–lº
In the products of mines commodity group bituminous coal was the
principal commodity and petroleum contributed the major portion of the
tonnage in the manufactures and miscellaneous commodity group.
Financial Results
The increases in the operating revenues and expenses for 1943
and 1944 were chiefly due to the addition of the Eastern Transportation
Company. Even with this addition the operating ratio for each of the
two years differ little with 1942. Selected items of the income accounts
and the investment in transportation property and equipment are shown
below.
1941 1942 1913 19||
(OOO) (OOO) (OOO) (OOO)
Operating revenues ... $ ; $ £ä $ 9, 124 $ 10,794
Operating expenses .. , 0 , bº 8,398 10, 173
*# *#
Net revenue . . . . . . . . . 7Ig 563 21
Operating ratio ... . . 39 92.1 92 94.2
Net income . . . . . . . . . O 329 240 lily'ſ 316
Investment in trans-
portation property
and equipment . . . . . . 6,279 3,832 11,949 lº, 343
This group of carriers earned a prefit each year. From the
above it appears that so long as they can keep their operating ratio
around 95 they can make a prefit. The investment in transportation pro-
perty and equipment decreased after 1941 due to the war requirements,
Class C Lines
These are classified as Class C lines because their average an-
nuel operating revenues are $100,000 or less. Available reports indicate
the following:
6llºſQ-lily
Year Number of Tons
Lines Transported
—r— (000)
1941 . . . . . . . . . . . . . . . 7 117
1942 . . . . . . . . . . . . . . . 3 181
1943 . . . . . . . . . . . © Q @ 3 9 123
1944 . . . . . . . . . . . . . . . 9 95
These carriers do not file reports showing the detailed information,
but from the data available it appears that their principal commodities
were lumber and fertilizer,
§ome data as to their operating results have been assembled, as
shown below:
1941 1942 1943 1941;
(OOO) (OOO) (000) (000)
operating revenues . . . . . $ 300 $ 240 $ 220 $ 167
Operating expenses . . . . . 262 226 £12 160
Net revenue . . . . . . . . . . . . 38 T 3 7
Öperating ratio . . . . . . . . 87,3 94.2 96.l. 95.3
Net income . . . . . . . . . . . . . 2 Lù) 9 lil
The group earned a profit each year. However, of the eight lines
reporting in 1941, two operated at a deficit and only two earned $4
thousand each.
Taking the regulated carriers as a group they transported slightly
less than 5 million tons in 1911 and their net income was $327 thousand.
6||70–l45
SECTIUN III
PRIVATE AND EXEMPT CARRIERS
This group, performing private and exempt transportation,
consists of carriers owned by or affiliated with industries for
which they ºws the transportation needs, and contract carriers.
Their identity is not known nor are the tonnage statistics compiled
by the United States Army Engineers segregated by class of carriers.
The only data available are the commodities and the amount S
transported, from which a partial conclusion may be reached, except
in the case of petroleum. On this commodity some additional infor-
mation has been assembled dealing with tonnage and the carriers.
The total tonnage figures include possible duplications;
that is, movements over one Section are included in the Statistics
of another. A fairly accurate amount of tonnage transported by the
regular carriers is available from the annual reports that they file
with the Interstate Commerce Commission. By deducting this amount
from the total tonnage the result may be assumed to be the tonnage
carried in private and exempt transportation. The result of this
procedure is shown in Table l7.
TABLE 17
DIVISION OF TRAFFIC BETWEEN REGULATED, AND PRIVATE AND
EXEMPT CARRIERS, 1941 THROUGH 1943.
1941 1942 1913
Tons Per Tons Per Tons Per
(000) cent (000). Cent (000) cent
Regulated carriers . . . 2,778 10.6 2,753 7. H. H., 105 le. 1
Private and exempt ... 23, 1499 89.14 34,573 92.6 31,971 37.9
Carriers
Total. . . . . . . . . . . 26, 277 loo. 0 37,326 100.0 36,376 100.0
% § 6||1170–16
Some of the regulated carriers carried commodities in bulk, the
transportation of which was exempt, so the amount transported in private
and exempt transportation is understated.
Coal was the principal commodity on the Atlantic Intracoastal
Waterway. In 1942, the movement through the Chesapeake and Delaware
Canal amounted to 6.6 million tons, and in 1943, 5 million tons. This
traffic moved via this route because of the activities of the submarines
along the outside or deep-sea route. The coal is transported to Hampton
Roads by railroad and dumped into vessels and barges. Petroleum was the
next ranking commodity. This commodity was transported over almost every
section.
On the Gulf Intracoastal Waterway petroleum was the principal com—
modity. Of the total tonnage of slightly less than 16 million tons in
1943, on the section from the Mississippi River to the Sabine River, 14
million tons, or 89.4 per cent, was petroleum.
As this commodity is the principal one transported on the intra-
coastal waterways, some additional data were assembled dealing with the
barge shipments of petroleum from Texas and Louisiana ports. Almost
three-fourths of the 14,722,000 barrels of oil shipped in tank barges
from Texas and Louisiana to Atlantic, Gulf and Mississippi River ports
during January, March, May and July, 1940 originated in Louisiana. Re-
fined oils only were barged to ports on the Atlantic Coast and Mississippi
River system, and the volume was over 7 and 18 per cent, respectively, of
the aforementioned total. Deliveries were made to the following Atlantic
port cities, among others; Miami and Jacksonville, Fla., Wilmington, N. C., .
Norf Qlk and Berkley, Wa. and Baltimore, Md. Destinations of shipments on
the ports to the Mississippi River System included Wicksburg, Miss.,
Memphis and Nashville, Tenn., Louisville, Ky., Pittsburgh and Hays, Pa.,
6lil; TO-l;7
and Minneapolis, Minn. Ports on the Gulf coast received almost three-
fourths of the oil. Crude oil constituted 55 per cent of the traffic,
and this movement consisted of shipments from the Louisiana oil fields to
Texas refineries. Approximately 112 per cent, or slightly more than 6 mil—
lion barrels, of oil was shipped privately (i.e., in equipment of cargo
owner), 15 per cent, or 2.2 million barrels, was shipped in equipment of
subsidiary carriers for parent companies, and 6.4 million barrels, or 43
per cent, was for-hire cargo. Thirteen shippers accounted for approxi-
mately 12 million barrels, or 81.5 per cent, of all the oil delivered to
barges. Fifteen carriers transported approximately 13.5 million barrels,
or almost 92 per cent of the entire volume; 1 carried private cargo ex-
clusively; 2 handled oil for their parent companies, as well as others; 2
conducted private and for-hire operations; and 7 were engaged in for-hire
transportation only.
This oil was consigned chiefly to oil companies. Eleven of them,
the largest consignees, received almost 12 million barrels, or 80.9 per
cent of the total volume. The remainder, or 2.7 million barrels, was
consigned to 43 consignees, including 40 oil companies, one public utility,
one construction, and one farm supply company.
A comparison has been made of the volume of oil shipped in company
equipment with the volume consigned to the company for 6 oil corporations.
These corporations barged a total of 5.8 million barrels, or 63 per cent
of the total consignment to these companies. All of the oil transported
by three companies, and 98 per cent cf the oil transported by a fourth
company was private cargo. Approximately 56 and 81 per cent, respectively,
of the oil consigned to the other two cºntes was carried in company—
owned vessels.4/
l/ Interstate Commerce Commissión, Problems in the Regulation of
Domestic Transportation by Water, Ex Parte No. 165.
UNIVERSITY ºf MICHIGAN
Willilull."
DATE DUE