The governing body of the municipality may lease for a period not to exceed ten (10) years under such covenants and conditions as it may prescribe, storage facilities, wharves, piers, bulkheads, docks, slips, and basins belonging to it.

The income from all wharfage and storage rates, cranage, dockage, and other charges and from leases of land and facilities, shall be paid into the municipal treasury and shall be applied first, to the care, maintenance, repair, and protection of said docks, wharves, piers, bulkheads, and approaches and other expenses incident to the control supervision, and operation thereof; second, to the payment of interest on outstanding bonds or other evidences of indebtedness; third, extension, alteration, improvement, repair, and use of all wharves, piers, bulkheads, docks, slips, basins, harbors, and harbor structures within the limits of the municipality; and to provide for the issuance of licenses and permits in relation thereto upon the payment of certain fees.

The governing body of the municipality, after a hearing of the parties in interest, also has the power to regulate the service and to fix maximum rates for public wharfage, cranage, and dockage whether the service is performed by the owners of said wharves, piers, or docks or by the municipality.

The municipality also has the power and authority, after an appropriation has been made of the money required therefor, to acquire by purchase or condemnation, in the name of and for its benefit such unimproved marshland or other land within or adjacent to it and to fill in and improve such lands and construct thereon wharves, piers, docks, slips, and basins and other similar structures and to lease or rent the same; and to acquire in a similar manner any land, wharf, pier, bulkhead, dock, slip, basin, or other similar structure, and also all lands, property rights, easements, and privileges appurtenant thereto within the limits of the municipality.

The municipality has full authority to construct wharves, piers, bulkheads, and structures on all lands acquired by it and in the water adjacent thereto, and slips, basins, docks, wagon roads, railroads, bridges, and other facilities for the payment of the principal of said bonds or other evidences of indebtedness; and fourth, to the general expenses of the municipality after the payment in full of bonds, etc.; provided, however, that any deficiency after the application of revenue, shall be appropriated, levied and raised by taxation from year to year.

The governing body of the municipality shall appropriate and raise annually the funds necessary to pay all costs and expenses incident to the supervision and control of wharves, docks and ferries.

The actual operation and administration of the port of Trenton is under the direct supervision of a port manager who is charged with the maintenance and operation of the municipally owned facilities and the enforcement of such laws, rules, and regulations or ordinances that have been promulgated by the State, county, or municipality for the government of the port. The port manager is appointed by the city commissioners, but is directly responsible to the director of the department of Public Works and Service.

There is also a citizens advisory board of 12 members who are appointed by the city council to act as an investigating and advisory committee for the city on matters pertaining to the port and its operation.

SUMMARY

The ports on the Delaware River below and above Philadelphia, Pa., are physically and economically an integral part of the transporation entity known as the Delaware River Port. Essentially the entire length of the Delaware River from Trenton, New Jersey to New Castle, Delaware is one continuous harbor with each section or locality to some extent, 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.

Jurisdiction over the port of Chester and other ports below and above Philadelphia on the Pennsylvania side of the Delaware River is vested in the Commonwealth of Pennsylvania and exercised by it, through the Navigation Commission for the Delaware River and its Navigable Tributaries. Regulatory and supervisory powers over ports on the New Jersey side of the river are exercised by the South Jersey Port Commission.

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.

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 contractor. Most of the traffic at the port of Chester, Pa., and other ports on the Delaware River below and above Philadelphia is handled at

the piers or wharves of industrial establishments. Cargoes there are generally transferred between ship and shore exclusively by ship's gear, or by ship's gear in conjunction with cargo masts on the pier sheds, or by conveyor systems, cranes and other special equipment. Between transit shed or terminal storage facilities and ship's tackle,cargo is usually moved by open top cars, conveyor systems, lift trucks, 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.

As of April 1948, the Delaware River Port was served by approximately 31 American and 35 foreign steamship lines. Of a total of 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 regularly scheduled service to United States Gulf ports and one line to South Atlantic ports. Service was also provided, in the noncontiguous trade, by two lines to Puerto Rican ports and two lines to Hawaiian ports. In 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.

Statistics on waterborne foreign commerce for the calendar year 1946, compiled by the Bureau of the Census, U. S. Department of Commerce, indicate that of the 2.2 million cargo tons imported, at ports below and above Philadelphia,

the port of Chester, Pa., received 76 percent and Paulsboro, New Jersey, 24 percent. Of the approximately 1.7 million cargo tons imported at Chester, petroleum and petroleum products accounted for 99.4 percent with vegetable dyeing and tanning materials making up the remainder. At Paulsboro, with the exception of 328 tons of coffee, the total imports of 542,742 tons consisted of petroleum and petroleum products. The combined import traffic originated in 8 foreign trade areas of which approximately 89 percent of the total tonnage was concentrated in the Caribbean trade area.

The combined exports at the ports of Chester, Pa., and Paulsboro, N. J., totaled 696,573 cargo tons, of which 91 percent originated at Chester and 9 percent at Paulsboro. The export trade of Chester which extended into 10 foreign trade areas amounted to 633,000 tons. Exports from Chester consisted largely of petroleum and petroleum products which approximated 90 percent of the total. The only other important export commodities were automotive vehicles and parts which represented 9 percent. Petroleum and petroleum products were destined principally to European areas and automotive vehicles and parts to South American ports.

At Paulsboro exports amounted to 63,504 tons of which approximately 99 percent or 63,418 tons consisted of petroleum and petroleum products. About 20 percent of the total petroleum and petroleum products originating at Paulsboro was destined to the Azores, Mediterranean, and Black Sea; 18 percent to India, Persian Gulf and Red Sea; 16 percent to South and East Africa; 13 percent to Australasia; and 9 percent to South China, Japan, and Philippines trade areas, with lesser amounts to European and Southwest Pacific areas.

Separate statistics on waterborne commerce between U. S. Continental ports and non-contiguous territories and intercoastal traffic are not available for the