The ports of Philadelphia and Camden although located in different States are physically and economically an integral part of the transportation entity known as the Delaware River Port. Essentially the entire length of the Delaware River from Trenton, New Jersey to Newcastle, Pennsylvania is one continuous harbor with each section or locality to some extent economically dependent upon the other. This economic unity is dependent, in turn, upon the cheap water transportation afforded by the penetration of deep-sea navigation into the area.

Administration and operation of the ports of Philadelphia and Camden are separately provided for through port agencies established by law. The Department of Wharves, Docks and Ferries of the City of Philadelphia, in addition to maintaining and operating waterfront properties owned by that city, exercises various regulatory and supervisory functions over them. At the port of Camden the South Jersey Port Commission operates the publicly owned port facilities and also exercises extensive regulatory and supervisory powers in the area over which it has been given jurisdiction.

Port labor without regard to State lines or other restrictions is interchangeable between localities as occasion demands. The supply of labor to handle cargo is more than adequate to meet the demands made upon it by the present volume of traffic moving through the Delaware River Port. With the exception of such non-union labor as is employed at some private terminals which handle their own commodities, all labor connected with the loading and unloading of deep-sea vessels is unionized. The International

Longshoremen's Association represents such labor interests while the Philadelphia Marine Trade Association as collective bargaining agency represents employer interests.

Methods employed in handling cargo, including loading and unloading, of vessels, pier handling, car loading, etc., are usually left to the judgment of the stevedoring contractors. Cargoes may be transferred between ship and shore exclusively by ship's gear or, by ship's gear in conjunction with cargo masts on the pier shed. The latter method is the most popular for handling Commodities except those where such special equipment as cranes, car dumpers or grain elevators may be more economically employed. Traffic between transit shed or terminal storage facilities and ship's tackle is usually moved by lift trucks, straddle trucks, tractors and trailers, and other mechanical means.

Port and terminal services covering all phases of shipping including pilotage, towage, storage, brokerage, marine surveys, etc., are available at the Delaware River Port. Fees for these services compare favorably with those assessed at other North Atlantic ports.

The Delaware River Port is included as a regular port of call in 9 foreign trade routes and as a port of call only as traffic offers, with the privilege of call, in 12 trade routes which have been declared essential by the United States Maritime Commission.

As of April, 1948, the Delaware River Port was served by approximately 31 American and 35 foreign steamship lines. Of the total 66 lines seven provided scheduled sailings, in the intercoastal trade, between the Delaware River Port and United States Pacific Coast Ports via the Panama Canal. In

the coastwise trade one line maintained scheduled service to Gulf of Mexico ports, and one line to South Atlantic ports. Service was also maintained in non-contiguous trade by two lines to Puerto Rican ports and two lines to Hawaiian ports. In the foreign trade regular and frequent sailings to United Kingdom, Atlantic and Baltic Europe were provided by 17 lines; East Coast of South America, 13 lines; the Far East, 10 lines; Mediterranean, North Africa, and Portugal, 8 lines; South, West and East Africa, 6 lines; India, Persian Gulf, and Red Sea, 6 lines; Australasia, 2 lines; and one line each to the West Coast of South America, and the Dominican Republic.

Waterborne commerce statistics, compiled by the Bureau of the Census, U. S. Department of Commerce, indicate that of the 5.3 million cargo tons imported in 1946 at the port of Philadelphia, bulk commodities amounted to over 92 percent. Petroleum and petroleum products accounted for approximately 75 percent of the total while sugar, molasses, chrome and manganese ores, woodpulp, gypsum, clay, and logs and lumber contributed the remainder. The principal items of general cargo imports consisted largely of unmanufactured cork, unmanufactured wool, cacao beans and products, and drugs (herbs, roots, leaves, etc.). The combined import traffic originated in 18 foreign trade areas of which approximately 79 percent of the total tonnage was concentrated in the Caribbean trade area.

Export trade which extended into 17 foreign trade areas totaled 5.7 million cargo tons. Of the principal commodities exported for foreign consumption, coal approximated 67 percent, grain 13 percent; and petroleum 7 percent. Coal and grain, neither of which under normal conditions is a major item of export, were destined principally to European areas as a part

of the European recovery program. In general the same pattern of concentration in continental Europe and the United Kingdom was reflected in the distribution

of other export commodities.

The intercoastal traffic for 1946 between Philadelphia (including Camden, New Jersey, and Chester, Pennsylvania) and United States Pacific Coast ports totaled approximately 420,000 tons. Nearly 62 percent was outbound or westbound and 38 percent was inbound or eastbound. Cargo originating at the Delaware River Port destined for United States Pacific Coast ports was made up principally of iron and steel, manufactured goods, chemicals, and paper. Other commodities included petroleum products, paints and pigments, textiles, lumber and other miscellaneous items. Of the total westbound tonnage approximately 82 percent was destined to California ports; 11 percent to Washington ports; and 7 percent to Oregon ports. In the eastbound intercoastal movement lumber, fruits and vegetables, non-metallic minerals, woodpulp, and grains comprised the principal commodities transported. Approximately 44 percent of the total inbound intercoastal traffic originated in California; 32 percent in Washington; and 24 percent in Oregon.

Waterborne commerce statistics of cargo traffic between U. S. Continental ports and non-contiguous territories were not available for the calendar year under review.

An aggressive campaign to promote increased commerce on the Delaware River, as authorized by legislation enacted by the Commonwealth of Pennsylvania and the State of New Jersey was initiated by the Delaware River Joint Commission in October, 1947, when a preliminary survey of the Delaware River Port was inaugurated. The results of this survey, along with definite

recommendations, were incorporated in a report to the Commission in early 1948. Included in the subject matter of the report was an inventory of structures and facilities used or usable for handling waterborne commerce; a study of past, present and prospective commerce through th port; an analysis of freight rates and freight charges; port administration and operation; and conclusions and recommendations.

Immediate action by the Delaware River Joint Commission to draft legislation to the end of converting this Commission into an effective Port Commission was recommended. It was further recommended that, through coordination of maritime interests, a plan be developed for adequate promotion of increased commerce at the Delaware River Port; and a "Master Plan" be established to provide for an effective program for the installation and improvement of essential facilities.

Complementing the efforts of the Delaware River Joint Commission the port of Philadelphia, through its City Planning Commission, is going forward with comprehensive planning intended to result in major improvements within the metropolitan area, of transportation by land, air, and water.

Recognizing the need for modern highways the City Planning Commission is engaged upon the development of a superior system of express-ways which will permit easy access, by commercial vehicles, to the waterfront and industrial areas as well as provide rapid transit for cross-city and through

traffic.

In the field of air transportation airport development is already underway on one major terminal. Out of a $10,000,000 loan the city council has appropriated $9,000,000 for improvements to the Southwest Airport and the