USA > Massachusetts > Suffolk County > Boston > Fifty years of Boston; a memorial volume issued in commemoration of the tercentenary of 1930; 1880-1930, Pt. 1 > Part 22
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This condition prevailed until the World War, when, on account of the relative unimportance of the ocean rates charged by government controlled vessels, and the fact that navigation disadvantages of the other ports had in the meantime been overcome by huge government expenditures on channel improvements, the policy of disregarding differences in ocean distances and charging equal rates from all North Atlantic ports was adopted by the steam- ship conferences and subsequently ratified by the United States Shipping Board.
Thus the object of the railroad agreement of 1877, which was to equalize the through rail and ocean rates via all North Atlantic ports, was defeated. Boston was unable to capitalize its natural advantages, including shorter ocean distances to European ports, and the steady decline of its export traffic has reflected the handicap of the rail differentials and the loss of favorable ocean rates previously enjoyed.
Since 1905, either as complainant or intervenor, the Boston Chamber of Commerce, through formal proceedings before the Interstate Commerce Com- mission and the United States Shipping Board, and otherwise, has fought for the removal of the rail differentials against the port. Since 1921 the Chamber's Maritime Association has carried on the effort.
The constant agitation of the port differential matter that has been carried on during recent years has stimulated interest in the port at home and abroad. The Chamber's Maritime Association was also a helpful factor in securing favor- able differentials for Boston on ex-lake grain from Oswego and Ogdensburg and the Canadian ports of Prescott and Kingston, in anticipation of the opening of the new Welland Ship Canal.
The Shipping Board displayed sympathetic interest in Boston's aims by allocating to local interests the operating control of one of its principal trade
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lines, consisting of eleven modern freighters maintaining a regular service between this port and the east coast of South America, with beneficial results to our merchants and industries.
While the differential situation has been a tremendous handicap to Boston's export trade, certain other factors have also had a share in reducing the export volume. A generation ago Boston was the foremost American port in the cattle trade to Europe. In 1897 exports of cattle amounted to 162,620 head. This trade has now practically disappeared, owing particularly to preference shown by Great Britain for Canadian cattle and to the rise of Argentina as a cattle- growing country.
In spite of the fact that a constantly increasing volume of New England's manufactured products has entered into foreign trade, the proportion of this export merchandise sent through the port of Boston has been amazingly small. A recent survey of New England's foreign trade by the United States Depart- ment of Commerce shows that approximately 65 per cent of the value of all New England exports are shipped abroad through the port of New York. Only 13.8 per cent of New England's exports went through the port of Boston, and about an equal volume was shipped by rail to Canada. The questionnaires received from New England manufacturers, upon which this survey was based, show among the dominant reasons for the selection of New York as the principal outlet for New England's export products, more regular steamship service, superior forwarding facilities and instructions by foreign purchasers.
LOOKING TO THE FUTURE
The number and variety of plans proposed for building up the export trade of Boston are evidence of the earnestness with which the people of Boston look upon this matter and of their desire to bring about a solution of the problem. Some of these plans contemplate changes and improvements in the facilities of the port for the purpose of expediting shipments; other seek a reduction in the cost of handling overseas merchandise.
One of the most frequently suggested changes is the removal of the differen- tials unfavorable to Boston and principally the differential on ex-lake grain to which reference has already been made. The removal of these adverse rates should bring to Boston more grain for shipment. This is much to be desired for the reason that, as in former times, grain or some similar bottom cargo is essential to the development of a substantial volume of export trade. Likewise the removal of differentials detrimental to imports destined for the interior should greatly help this class of trade.
The struggle to have the rates revised has been carried on for many years and is still being waged. It has, for example, been urged that ocean rates between Boston and Europe be lowered. As already stated, these were equalized during the World War, despite Boston's relative nearness to Europe.
The development of the St. Lawrence Waterway has also been advocated as a remedy for some of Boston's troubles, although this project has also met much opposition. The proponents of this plan have suggested that the com- pletion of the waterway would be a favorable factor in supplying both food and raw materials for New England. It has also been suggested that there are
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great possibilities for new trade with the lake cities, which might well make its headquarters at Boston. In addition, much hydro-electrie power would become available under certain of the plans for the development of the waterway, and this, it is argued, might mcan lower power rates for manufacturing and agri- cultural industries. Those opposed to the St. Lawrence project declare that it would divert shipping from the northern United States to Canadian ports. In this connection it is also argued that rates will not be lower, since the tendency is usually to charge what the traffic will bear.
The development of Latin American markets for New England products is still a promising possibility. Much has already been donc to promote this trade, but the growth of New England manufacturing capacity has more than kept pace with the development of markets.
More frequent and regular steamship service to, and particularly from, Boston has long been advocated; but in order to attract such services it is necessary to provide sufficient cargo to make operations profitable. Because it has been difficult to provide suitable full cargoes for export, Boston in many instances has been merely a port of call. At the present time, however, there is considerable effort to attract additional services and this seems to offer defi- nite possibilities. The city authorities and the Boston Chamber of Commerce are co-operating closely in this direction.
THE BOSTON CHAMBER OF COMMERCE
The best interests of the port of Boston and the development of its com- merce have ever been paramount in the work of the Boston Chamber of Commerce.
The present Chamber of Commerce was organized in 1909, at a time when Boston was waging a serious fight against the differentials, following a merger of an earlier Boston Chamber of Commerce, incorporated in 1885, and the Boston Merchants Association, organized in 1876 and incorporated in 1880. It is the fourth organization to bear that name in Boston. As early as 1793 Boston had a Chamber of Commerce. After several years that organization ceased to function and in 1836 a second body bearing the name was organized. The last recorded aetion of this second Chamber was in 1843. The third Chamber (the predecessor of the present Chamber) was organized in 1885, when the Boston Commercial Exchange, dating back to 1855, and the Boston Produce Exchange, organized in 1877, were united to form a Chamber of Con- merce. The object of the Chamber was "to provide and regulate a commercial exchange in the City of Boston; to promote just and equitable principles of trade; to establish and maintain uniformity in commercial usages; to correct abuses; to acquire, preserve and disseminate valuable business information; to adjust controversies and misunderstandings, and generally to advance the commercial interests of Boston."
The report of the Chamber for the year 1885 shows that it favored harbor improvements and extension of trade in the Orient; the lease of the Fitchburg Railroad to the Boston and Maine Railroad; and the building of the Isthmian Canal.
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Various local organizations for assisting trade and industry were from time to time established. Among them were the Boston Merchants Association, which had a large membership of wholesale and retail merchants, and the Boston Associated Board of Trade.
During 1907 and 1908 Boston's trade had declined somewhat and in the latter year Boston dropped to fourth place among United States ports. It was felt that, for the best interests of the city, the several organizations which were seeking to promote the general welfare of Boston should be combined. The Boston Associated Board of Trade dissolved, after requesting all its members to join the Merchants Association.
An agreement was finally reached to combine the Boston Chamber of Commerce and the Boston Merchants Association. A special charter was granted by the Legislature and, on June 15, 1909, the members ratified this agreement. The new Boston Chamber of Commerce started with 2,693 indi- vidual members, and by December 31, 1909, this had increased to 3,645 members. Its purpose, as defined in its charter, was similar to that already outlined as the object of the old Chamber of Commerce. In the fall of 1919 the "Chamber of Commerce Journal" appeared, the forerunner of the present "Boston Business."
The period since 1909 has seen a marked development in the affairs of the Chamber and in its usefulness to the community. The number of subjects dealt with has necessarily been large and the Chamber has been well represented in practically every important movement for the economic and civic betterment of Metropolitan Boston. In 1910 the Chamber added approximately one thousand new members. The organization worked on the transportation rate cases and Justice Louis D. Brandcis, at that time a Boston attorney and member of the Chainber, was of great assistance in arguing against the proposed rate increases, which would have fallen largely on eastern shippers. Through the efforts of the Chamber Boston also gained an important decision on demurrage, which included the appointment of a demurrage commissioner to assure an impartial application of the national code of demurrage rules. This agency is still active and through the intervening years has performed constructive work. Other matters in which the Chamber was active included harbor develop- ment, the attraction of new industries, the concept of "Real Boston," the carrying out of a New England survey, the conducting of rate cases for the removal of conditions which were adverse to the interests of local shippers, the development of harbor facilities, and the investigation of foreign trade possibilities. In 1914 the Cape Cod Canal, for which the Chamber had long been working, was finally opened. In 1915 the Chamber conducted a far- reaching investigation of the New England milk industry, analyzing the reasons for its unfavorable condition and suggesting the grading of milk as an aid. Apple grading laws were also developed at this time, and the City of Boston adopted a measure of municipal budget reform, the so-called "segregated" system, which had been advocated by the Chamber. At this time also agitation was begun for a new Federal Building, which is now under construction.
With the declaration of war, the membership of the Chamber was repre- sented in all fields of war activity. The Chamber itself became the head- quarters of the New England Division of the War Industries Board. When
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the government took over the railroads, action was halted on many matters relating to rate changes. The Chamber was instrumental in surveying the port of Boston and helped to influence the decision of the government to use it as an Army Base and to construct for this purpose the $23,000,000 terminal on the waterfront - one of the greatest ocean terminals in the world.
After the war the Chamber helped to avert a telephone strike which would have crippled communication throughout New England. Its success in meeting the emergency created by the ill-fated strike of the Boston police in 1919 pro- vided a remarkable illustration of the leadership and resources of the Chamber. The Chamber headquarters became the recruiting office for the temporary police force of citizens which guarded the city until organized forces were available.
The tremendous problem of assimilating thousands of returned soldiers of the American army into civilian life again presented the Chamber with a major opportunity for community service. To find employment for these soldiers, the Chamber inaugurated a job-hunting campaign among Metropolitan Boston business houses. This work was continued until the bulk of the veterans had been placed at work and the emergency conditions relieved.
At this period also the Chamber was deeply occupied with the railroad situation. Several important freight rate adjustments were obtained and some of the differentials which were somewhat favorable to Boston were pre- served through the efforts of the Chamber's Transportation Bureau.
During the past decade the Chamber has been in the forefront of organized community activities. The full force of its great power has been constantly directed toward the commercial, industrial and civic welfare of the territory it serves.
The active Maritime Association of the Chamber has fostered improvements in harbor facilities, with several notable accomplishments to its credit. Through the instrumentality of the Chamber's Aviation Bureau, Boston established the first American municipal airport, and the Chamber has assisted in making improvements which have helped to make it one of the great airports of the country. Other departments have been active and effective in their respective fields.
The Chamber was the first organization of its kind to set in motion a plan for promoting better management methods in business establishments - a policy which has helped bring about a high standard of efficiency in business operations in this section. Industrial development and community pro- motion work, on a plan originated by the Chamber and carried out with tireless energy, have had a remarkable effect in altering public opinion as to New England's continued economic importance to the United States. An alert Retail Trade Board fosters the interests of the merchants of Boston. The Civic Bureau is concerned with problems arising from the relations of business men to the city, state and federal governments. Through the Convention Bureau, Information Bureau, Transportation Bureau, and other aggressive divisions, the Chamber's activities in the interest of the business men of Greater Boston and in the promotion of the general welfare of the community are far- reaching.
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THE ATLANTIC AVENUE WATER FRONT
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THE AIRPORT
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THE PORT OF BOSTON TODAY
A picture of the port of Boston at the present time presents many very encouraging aspects and leaves one with a firm conviction that Boston has a secure position among the great ports of the world. Boston's geographical location gives the port certain definite advantages. It is 200 miles nearer to Europe than New York. It is from 150 to 500 miles nearer than the other Atlantic ports of the United States to all the principal foreign ports of England, Germany and the Netherlands. The actual port facilities at Boston are much nearer to the sea than are those of many other ports, being only one hour from Boston Light. This saves valuable time in docking. In contrast, New York is two hours from Sandy Hook; Philadelphia is 90 miles up the Delaware river; Baltimore is one day up Chesapeake Bay; and Montreal is 1,000 miles up the St. Lawrence river. The harbor at Boston is one of the finest in the world. It includes all the tidewater within a line drawn from Point Allerton to Point Shirley, embracing an area of about 47 square miles, not including islands. The total water frontage is over 140 miles, of which more than seven miles has a depth of 35 feet or more. There is an excellent deep water anchorage area between Deer Island and Long Island, called President Roads. There are three main channels which enter the Roads; first, the Broad Sound North Channel, 40 feet in depth for a width of 900 to 1,100 feet, and 35 feet in depth for an additional 400 feet; second, the Broad Sound South Channel, 30 feet in depth and 1,200 feet wide; and third, the Narrows, 27 feet in depth and 1,000 feet in width. These channels are well marked and large enough to accommodate any vessels afloat.
The inner harbor is reached by the main ship channel, 35 feet in depth and 1,200 feet wide, which leads from President Roads to the Navy Yard. In addition to these main channels there are others of less importance, together with several navigable rivers which also carry large amounts of commerce.
Of the four major shipping districts in the harbor the largest is at East Boston, where there are fifty-one piers, mostly of pile construction, with depths of water varying from five to thirty-five feet. Among these are the Grand Junction Wharves of the Boston and Albany Railroad, with their grain galleries and an elevator of one million bushels capacity.
At South Boston there are eleven wharves, four of them belonging to the Commonwealth and four to the New York, New Haven and Hartford Railroad. Here is located Commonwealth Pier No. 5, one of the finest piers in the world. It contains berthing space for six or more ocean steamships, having 400 feet of water frontage on the main ship channel and two 1,200- foot slips with 40 feet of water. The two-story building adjoining contains over 900,000 square feet of space. Its railroad and trucking facilities are excellent and it is equipped for handling both freight and passenger traffic.
Commonwealth Pier No. 6, known as the Fish Pier, is one of the largest piers in the world devoted exclusively to the fishing industry. Nearby is the naval drydock, one of the two largest in the Western Hemisphere, and the Army Base, which contains over one mile of berthing space.
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The Atlantic avenue waterfront is the locale of most of the coastwise traffic, with wharves dating back to the days of the Boston Tea Party and the early merchant adventurers.
At Charlestown are located twenty-three wharves, including those of the United States Navy Yard. Here are the grain elevators of the Boston and Maine Railroad, one with a capacity of 1,000,000 bushels and a second with a capacity of 500,000 bushels. On the Mystic river, also in the Charlestown area, are twenty-eight wharves, ten of which are used largely for coal and six for lumber. Here is located the largest lumber terminal on the Atlantic seaboard and one of the most modern of coal-handling plants.
In addition to these facilities there are six graving docks, two floating docks and nine marine railways. There are also five well-located, modern repair plants. Storage warehouses are easily available either at the docks or in conjunction with them.
Boston is served by three major railroad systems and numerous connec- tions - the Boston and Maine, operating 2,300 miles of track serving northern New England and some parts of eastern Canada; the New York, New Haven and Hartford, with 2,000 miles of track connecting all important points in southern New England; and the Boston and Albany, operating 400 miles of track, an important connection with the New York Central Railroad, which operates this road on a lease.
The opening of the Panama Canal in 1914 was of material help to Boston, greatly facilitating trade between the eastern and western seaboards. Likewise the Cape Cod Canal, opened in 1914 and taken over by the United States Government in 1928, has greatly facilitated traffic between Boston and New York.
During the year 1930 a total of 8,018 vessels, excluding those engaged in the fishing industry, entered the port of Boston, with a registered tonnage of 14,785,611 short tons. In the same year 7,899 vessels sailed, with a total registered tonnage of 15,409,717 short tons. During the year 1929 the total water-borne commerce of the port of Boston aggregated 19,065,050 short tons with a gross value of $999,683,062.
In 1931 Boston had approximately forty-eight steamship lines offering foreign services and fifteen lines operating in the domestic trade. The British ports are served by the Cunard, Furness-Warren, Leyland, White Star, Oriole, Anchor, and American Hampton Roads lines. The American France Line operates to the French ports. The Netherlands and Germany are served by the American Diamond Line, Ellerman's Wilson Line, the Holland-America Line, the North German Lloyd, the Red Star Line, Yankee Line and the Ham- burg-American Line. The Mediterranean ports are served by the American Export Lines, the American Levant Line, the Dollar Line (westbound) and the Cosulich Line. The Far East is served by the American and Indian Line, the American Manchurian Line, the Bank Line, the Barber Steamship Line, Inc., the Blue Funnel Line, the Dollar Steamship Line, the Isthmian Steamship Lines, the Kerr Line, the Nippon Yusen Kaisha, and the Osaka-Shosen-Kaisha. The West Indies and Central and South America are served by the American
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Republics Line, Ocean Dominion Steamship Corporation, the Prince Line, Canadian National Steamships and the United Fruit Line.
In the domestic service the southeastern United States ports are served by the Savannah Line, the Clyde Line, and the Merchants and Miners Transpor- tation Company. The Gulf ports are served by the Mooremack-Gulf Lines, Inc., while the Pacific ports are served by the Dollar Steamship Line, the Luckenbach Line, the Shepard Line, the Quaker Line, the Isthmian Line and the American-Hawaiian Line.
A trip to the various docks where steamers are unloading will develop evidence of the great variety of Boston's imports. Hundreds of bales of cotton are received from the ports of the southeastern United States and the Gulf of Mexico as well as from Egypt. Wool in vast quantities comes from the Pacific Coast ports, from South America and from Australia. Bundles of hides are commonly seen, some from South America, some from Australia and still others from far eastern countries. There may be a boat recently arrived from the Far East. One is likely to find in its cargo large quantities of crude rubber, bales of jute and other plant fibers to be used in the making of burlap bagging, shipments of the various types of vegetable gums and resins used in the paint and varnish industries, large quantities of tea, various vegetable oils and cocoa beans. Another steamer from South America is loaded principally with coffee but also brings in a quantity of lumber, mostly fine hardwoods. Another ship from Central America and the West Indies brings bananas, pineapples and sisal. Again we find some tank steamers, possibly from the Pacific Coast, from some Gulf port or from Mexico, bringing crude and fuel oils. Steamers from the United Kingdom bring a miscellaneous cargo. It may be made up of China clay, fine woolens, food products or miscellaneous manufactures. Pulp wood is imported from the Scandinavian countries, while some pig iron is received from Belgium as well as food products and flower bulbs. From Germany come various chemicals and dyes and miscellaneous manufactures.
The ships take quantities of grain to the United Kingdom, the Nether- lands, Germany or the Mediterranean ports. They take iron and steel in the forin of bars and rails, or some of the many products of the New England machinery or machine tool industry. It may be that they carry paper or shoes to Cuba or dressed meat products to foreign ports. Considerable quantities of textiles, cotton, silk, wool and rayon and innumerable other kinds of goods are among the exports. All in all, both the imports and exports present a great variety.
CONCLUSION
Boston ranks high among the ports of the world. Its facilities are excel- lent. They include deep channels, a well-developed system of docks and piers, good railroad connections, large grain elevator capacity, terminals and ware- house spaces readily available; in short, most of the facilities necessary for any port which carries on a large volume of commerce.
Boston is the principal city in one of the most highly developed industrial areas in the world. Its record has been one of continued growth. As one looks
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ahead, therefore, through the next fifty years it is with a feeling of confidence in Boston, based upon the recollection of many high achievements and many problems overcome. Boston is the cradle of the nation's commerce. A glorious past links itself to an auspicious future.
BIBLIOGRAPHY
Boston Chamber of Commerce, Annual Reports for 1900 and 1909-1919, inclusive. Clapp, Edwin J., "The Port of Boston," Yale University Press, New Haven, Conn., 1916. Clark and Laroe, "Brief in the New England Ports Differential Case," 1923.
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