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.y 2 
 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 y 2 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 
 
 ^ 
 
 PQ 
 
 8 
 
 X 
 
 ssss 
 
 * 
 
 CO 
 
 <N <M CO CO CO CO 
 
 CO CO CO <M CO 
 
 I ^ 
 
 O5 00 
 (N CO 
 
 Oi 
 (N 
 
 <M 
 <M 
 
 a 1 1 g 
 
 w 
 3 
 
 I 
 
 & 
 
 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 Refining 1 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 
 
2 
 | 
 
 PH 
 
 
 OS O O O CO 
 O O O !> I 
 t> O O CO rj< 
 
 <N csi laoaoo 
 
 T 1 
 
 'o3 
 
 1 
 
 CO CO i I O CO 
 C^l O CO t>- OS 
 CO ^5 O^ O^ CQ 
 
 t^ CO t^. IO C5 
 CO lO iOl> Tjn 
 
 a 
 
 1 
 
 COT^ ^H ^H^H 
 
 T i co co o oo 
 
 O--HOO i-H<M 
 
 O <M CO O O 
 !> (M l> O5 CO 
 T^ CO ^O CO t^ 
 
 73 
 
 1 
 
 13 
 
 > 
 
 oo oo ^o ^^ ^^ 
 
 t>- i i CO O O 
 
 t^ co *a c^ Tt< 
 
 &l-H i 1 Tfl CO 
 <M i-H Tt^ 
 
 1 
 
 s 
 
 OQ 
 
 a 
 
 S 
 
 ^O O O t^ l>- 
 
 O (N Tt< O O5 
 
 ^ ^"ss 
 
 
 
 3 
 
 > 
 
 
 O> C*Q CO OO O5 
 
 i-H O5 >-H C^l lO 
 
 CO OS O OO OO 
 
 
 
 !>. lO t>> 1C OO 
 
 O 1C O t^ Tfi 
 
 a 
 
 
 
 >O CO iO CO O 
 
 TP oo -^t 1 o co 
 
 OO T-H CO OO OS 
 CO <M 1C t^ CO 
 Tfi CO 1C CO t 
 
 1 
 
 
 CO l> 00 05 O 
 
 I 1 Jt i 1 r I OJ 
 
 OS OS OS OS OS 
 
 r 1 T-H i < rH T 1 
 
 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 27y 2 
 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 
 \y 2 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 
 
 A l 
 
 30* 
 
 A 40* 
 
 A 35* 
 
 B ! 
 
 F 31* 
 
 B50 2 
 
 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 
 
 UNIVERSITY OF CALIFORNIA LIBRARY