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FOREIGN TRADE ZONES 
75 
1827 
Per 
cent, 
mpor 
of ex- 
ports 
927 
Port 
Per 
cent, 
mports 
of ex- 
ports 
Port 
[ports | Exports 
[mports | 
Exports 
$2 ny 
New York, N. Y._.}i3,404, 
New Orleans, La] 4, 177, 355 
Baltimore, Md... 1,452,413 
Los Angeles, Calif. 510, 657 
Buffalo, N. ¥...... 3681 624 
Philadelphia, Pa... 2 541,000 
an Francisco, 
Calif _____ i 
Houston, Tex. .... 
Boston, Mass__.... 
Norfolk, Va.___._._}| 
Jalveston, Tex..... 
Toledo, Ohio... 
Portland, Oreg,.___| 
Baton Rouge, La... 
Seattle, Wash_____.! 
Sandusky, Ohio... 
Fort aan Tex__ 
Uperior, Wis._...- 
Newport News, Va_ 
Charleston, 8. C... 
Mobile, Ala_.__....| 
Tacoma, Wash... 
Tampa, ‘Fla... 2.7] 
Duluth, Minn. .... 
Rochester, N. Y_._, 
Portland, Me... 
Savannah, Ga...... 
Long tons 
1,434, 523 
", 520, 203 
1,922, 194 
5, 663, 401 
1, 587, 467 
“021. 335 
17 
119 
232 
9 
232 
199 
3eaumont, Tex_._ 
detroit, Mich. __._. 
acksonville, Fla__. 
Tey West, Fla... 
Shieago, Il. ______. 
orain, Ohio. __._._ 
Julfport, Miss | 
Cleveland, Ohio__.. 
Fairport, Ohio. __. 
Pensacola, Fla..... 
Brie, Po. civ 
Texas City, Tex... 
Freeport, Tex ___.. 
Tscanaba, Mich___. 
Chester, Pa ...-...| 
Ashland, Wis__.___| 
Wilmington, Del___ 
Tverett, Wash. _.._ 
Dgdensburg, N.Y... 
Wilmington, N. C. 
Anacortes, Wash__. 
Bellingham, Wash. 
Olympia, Wash_... 
Port Angeles, 
Wash. __oeocuennni 
Brunswick, Ga....., 
Miami, Fla. ooonaa 
Long tons 
6, 929 
459, 404 
326, 533 
147, 867 
80, 559 
2,982 
27,442 
157, 842 
137, 454 
77, 339 
232, 248 
86, 427 
54, 236 
2, 846 
223, 410 
143, 734 
195, 238 
15, 622 
193, 450 
151, 662 
113, 655 
36, 685 
1. 8R2 
Long ton! 
703, 545 
125, 436 
120, 716 
269, 760 
336, 819 
92, 559 
8, 940 
216, 304 
231, 805 
48, 238 
92, 028 
219, 579 
233, 530 
83, 839 
55, 145 
98, 762 
11, 565 
186, 519 
1, 990 
32, 954 
60, 920 
98, 678 
27.709 
1 
367 
269 
55 
2 
2, 268, 153 
2. 606, 647 
258, 160 
1,909, 461 
1, 843, 288 
!, 863, 509 
1, 644, 285 
1, 069, 984 
804, 399 
1,099, 975 
1,082, 579 
-. 158,197 
850, 664 
357, 821 
547, 047 
586, 986 
725, 673 
783, 864 
575, 534 
154, 599 
410. 140 
38 
E 
8 
75 
“) 
51 
249 
39 
= 
1 
308 
148 
1,688 
9 
9,721 
460 
187 
36 
1 
1 
A 
I 
t 
t 
21 
118 
“a 
99, 567 
56, 208 
60. 380 
28, 730 
50, 877 
15, 699 
347 
110 
84 
It will be seen that in a number of cases the exports were many 
times the imports, while at a few ports the reverse was true. The 
situation is really more unfavorable than these figures indicate, for 
the reason that in several cases the imports were made up of articles 
not obtainable in the countries to which the exports were destined, 
and vice versa. 
Under existing conditions vessels operating at ports of the United 
States, with the exception of New York and perhaps one or two 
Other major ports, find it difficult to obtain cargoes of the proper 
kind and in proper quantity for economical operation and profitable 
returns. Some ports have a superabundance of heavy cargo of small 
value, which must be carried at low cost in order to meet foreign 
Competition; but such ports are frequently lacking in the high-grade 
“Snails for topping out and for providing a remunerative haul. 
b few ports have an excessive quantity of high-class goods for export, 
ot are lacking in bulk and dead-weight cargo for making up full 
ds and providing a basis for regular and frequent sailings. Ves- 
oy! are usually obliged to enter several ports in order to make up a 
bo The cost of operation is heavily increased by such practices, 
ut under the prevailing conditions there is no alternative. 
Mig development of a substantial transshipment business would 
It - ein new cargo for ships, both inbound and outbound. 
ing Le 0 the load factor, especially on trade routes reach- 
hy Sra ler countries, which are sources of important raw materials 
ch do not now purchase sufficient American goods to give bal-