468
TABLE NO. 1-ECONOMIC IMPACT OF WATERBORNE SHIPMENTS VIA PANAMA CANAL FOR ATLANTIC AND GULF COAST PORTS GROUPED BY STATE
Long Direct Total Employment
tons impact impact impact
State of load/discharge:
Alabama- 3,755,500 165, 242, 000 264, 387, 223 6,259 Connecticut-------- 201,972 8, 886, 768 14, 218, 849 336 Delaware.-69, 955 3, 078, 020 4,924, 893 116 Florida--- 4,454, 542 195, 999, 848 313,599, 801 7, 424 Georgia. 906, 209 39, 877, 596 63, 804, 220 1,510 Louisiana- 19,610,880 842,878,720 1,380,605,973 32,684 Maine- 27, 261 1,199, 484 1, 919, 214 45 Maryland- 5,456,253 240, 075,132 384, 120, 243 9,093 Massachusetts- ......816, 356 35, 919, 664 57, 471, 481 1,360 Mississippi----------------- 1,135,161 52,147, 084 83,4351377 1,975
New Hampshire-------------90, 250 3,971,000 6, 353, 630 150
New York/New Jersey--4, 670, 044 205, 431,936 326, 771, 142 7, 763 North Carolina---444, 505 19, 563, 220 31,293, 217 740 Pennsylvania--2,422,339 106, 565, 116 170, 536, 244 4, 037 Rhode Island-143,810 6,327,640 10,124,250 239 South Carolina- -- 723,710 31,843, 240 50,949,135 1,206 10, 642, 509 468, 279, 396 749, 232, 676 17, 737 Virginia_---10,861,916 478,804,304 766,086,914 18, 136
Total- 66, 503, 331 2,926,146, 564 4, 681, 834, 555 110, 833
Note: Panama Canalshipments defined as all cargoes loaded and discharged on west coasts of Mexico, Central and South America, Far East, Australia, and Oceania.
Direct impact equals $44 per long ton. Total impact equals 1.6 times direct impact. Employment equals 1 job per 600 long tons.
[From American Seaport, December 1978]
LINER CARGO CHANGING PATTERNS
(John R. Immer)
Fundamental changes now taking place in the distribution pattern of waterborne liner cargo will have a major effect on the future development of each United States port. Liner cargo, as opposed to tramp, irregular or tanker services, places a much greater demand upon all port services and, by the same token, contributes more to the prosperity of the port.
Liner exports consist predominantly of manufactured or processed products and materials. The largest single source for these products in the Western Hemisphere is the great "Heartland" of the North American continent-an area consisting of the North Central states of the U.S. and the province of Ontario in Canada. This is the area whose entry ports have been changing and will continue to change.
The entire trade to and from this area is subject to diversion and rapid changes of distribution pattern. The area is highly reactive to new methods improved service, lower costs and more efficient methods of transport and distribution. Imports for processing and fabrication to be used in manufacturing will have the same distribution pattern as the exports. Imports for consumption will be distributed more on the basis of regional income levels. Imports for the Heartland will be drawn to the same services and facilities developed to attract the exports.
SU~cMARY OF CHANGES
From 1970 to 1977, the ports of the North Atlantic, Gulf and the Great Lakes lost 6.8 million long tons of liner cargo. During the same period the Pacific ports gained nearly 4 million long tons. The ports of the South Atlantic gained 623,000 long tons. Stated percentagewise, the loss of the North Atlantic, Gulf and Great Lakes ports amounted to 21.5 percent of their total 1970 liner cargo while the Pacific ports increased their liner cargo traffic by nearly 54 percent. The trade from South Atlantic ports increased nearly 16 percent. This constitutes a drastic change in the pattern of distribution for liner cargo and indicates that strong forces are at work.
There are several forces at work to cause these changes. The first of these involves basic demographic changes. A major shift in population has been taking place for some time. More factories are opening and expanding in the South Central and Pacific areas than in the Middle West and North East regions. If this were the sole determinant, however, the Gulf and South Atlantic ports