'J' / *> -f THE PORT of BOSTON "SSiSSs?,w»«, ?'~ THE NATIONAL SHAWMUT BANK OF BOSTON M^7 When the Seas^seemed wider IT was in the early days of American enterprise in foreign trade that this bank was founded, largely to serve importers and ex- porters. The rapidly growing commerce of the Port of Boston called for the establishment of close relationships with trustworthy bankers and business houses abroad. For more than three-quarters of a century the National Shawmut has been known as an inter- national bank, standing close to the heart of New England's commerce and industry. Trading abroad to-day requires an experienced and dependable guide; there is no safe territory for lone adventuring. The National Shawmut Bank may help you materially, either in finding goods to buy or a market for the wares you sell. This bank provides clients with up-to-the-minute information on credit and trade conditions. Swiftness, accuracy, abundant resources, ability to handle difficult missions, intelligent personal service — these are the results of the National Shawmut Bank's strong organization at home and abroad. THE NATIONAL SHAWMUT BANK OF BOSTON m^ Jjjtiimt-iii fflir ' a i i i 1 ■ imiirt i I iiHilil I I N| hi; nil in THE NATIONAL SHAWMUT BANK BUILDING, 40 WATER STREET, BOSTON, MASS. WITH ENTRANCES ALSO ON DEVONSHIRE STREET AND CONGRESS STREET THE PORT OF BOSTON SHAWMUT SERIES No. 227 PREPARED BY THE NATIONAL SHAWMUT BANK OF BOSTON 40 WATER STREET, BOSTON, MASS. 1923 /3- &^~> Copyright 1923 THE NATIONAL SHAWMUT BANK OF BOSTON fftf^oou*' THE PORT OF BOSTON FOR two hundred and ninety-two years, since the day, when the first vessel built in the Massachusetts colony, "The Blessing of the Bay," was launched at Medford, by Governor Winthrop, commerce has been first in importance among the industries and activities of Boston. With such a background it is not surprising that mer- chants and capitalists of Boston are ever seeking new paths toward commercial expansion. It was this spirit of enterprise that inspired Thomas Handasyd Perkins, N. P. Russell, Jonathan Phillips, Nathaniel Goddard, and other Boston merchant princes of a past generation, to send their ships into every quarter of the globe. In these days when China is so much in the public news, it is of interest to note that from 1810 to 1840 nearly one-half the commerce between the United States and China was in the hands of the Boston house of Bryant & Sturgis. It is a matter for reflection that the loss of Boston's trade with the Orient was, in a large measure, the result of an Act of the Massachusetts Legislature which placed a tax upon all goods sold at auction. As the auction sale was the means resorted to for marketing cargoes from the Far East, our import trade was thus subjected to a direct penalty. The immediate effect of this short-sighted legislative policy was to deflect China trade toward New York. The position which Boston had attained in the far eastern trade may be apprecia- ted from the statement that in the four years, 1856 to 1859, there were employed in her Calcutta trade three hundred and fourteen ships aggregating 485,000 tons, as against New York's sixty-six ships and 109,000 tons in the same trade. From the day in 1836 when a little group of Boston merchants and ship-masters assembled in the old Coffee House on State street and organized the "Shawmut Bank," down to the present, this institution has always participated actively in the development of the Port and its commerce. Benjamin T. Reed, the first president of the Shawmut Bank, was a member of a committee appointed in 1839, to negotiate with Samuel Cunard, that Boston be made the American terminus of Mr. Cunard's Liverpool Line. The "Unicorn," a steamer of six hundred and forty-nine tons, which arrived in Boston, June 2, 1840, was the first fruit of that negotiation. From that time, until 1848, Boston was the exclusive Cunard Port in the United States. The period from 1830 to 1840 may be regarded as one of the most important in the development of Boston's commercial greatness. During those ten years the population of the city increased 40% and the valuation of property showed an in- crease of 50%. It was during this period that the develop- ment of rail transportation had its beginning. Those ten years saw the birth of railroad transportation; and for a number of years thereafter, the growth of steamship traffic from the Port of Boston paralleled the development of the railroad systems. While commerce was, at the beginning, the chief factor in Boston's development, the early decades of the century show the commencement of an expanded interest. The opening of the West inspired vast railroad construction pro- jects. It was the purpose of the Boston capitalists who projected the extension of the state's railroad systems that trie prosperity of the Port of Boston would be increased through direct contact with the grain growing areas of the West and Northwest. By the construction of these roads there was developed a powerful system of feeders for the steamship lines that were being built through the energy and enterprise of Samuel Cunard, Enoch Train and others. In these days when the question of adequate rail trans- portation systems is recognized as of first importance in the industrial and commercial life of New England, one is sur- prised to learn that Boston's first essays in the development of rail transportation were regarded as a menace to the pros- perity of the Port. When those schemes of railroad construc- tion were first broached, many of the merchants of Boston could foresee nothing short of complete disaster. So firmly was their faith grounded in the value of commerce that they could see in this new-fangled idea of transportation nothing to equal the value of the ocean-going traffic of the Port. Foreign trade was for them the only thing worth while. So grave a view was taken of the evil effects of railroad con- struction that meetings were held and legislation demanded which would check the proposed development. The com- plete destruction of the city's two important industries, commerce and fisheries, was the least of the disasters pre- dicted as a result of this new order of things. Undeterred by opposition, such men as Nathan Hale, Josiah Quincy, T. B. Wales and others, including Hinckley Lyman and Souther, builders of locomotives and engines, continued vigorously to push forward the development of the railroad system. Subsequent events showed how ill-founded had been early opposition to the railroads. The benefits growing out of the combined development of steamship and rail traffic are to be seen in the expansion of Boston's foreign trade between 1840 and 1857. The import trade of the Port, for which the most serious disaster had been predicted, in- creased more than 200 % during that time. In 1854, when the Boston Board of Trade was formed, a definite campaign was outlined for improving and extending Boston's transportation facilities of every kind.- Linked with the carrying out of these plans are the names of J. C. Con- verse, George C. Richardson, Silas Potter, J V M. Beebe, E. S # Tobey, W. Perkins, Otis Norcross, Denman Ross and J. S. Ropes. It was largely because of the determined efforts of these Boston merchants and their associates in the Board of Trade, that the railroads entering Boston eighty-five years ago were unsurpassed in this country or abroad in their ar- rangements for the economical handling of freight. An interesting light on the fluctuation of commerce at the Port of Boston, and the powers of recovery which the Port manifested at a time when its commerce had reached its lowest point in a generation, may be gathered from the state- ment: "We doubt whether in the whole history of commerce there is to be found a record of commercial development as that which Boston can boast — an advance from nil, no sailing of a steamship for Europe in 1869, to one hundred such sailings in 1877, to three hundred and twenty in 1880 and to more than four hundred in 1892."* * Hamilton Andrews Hill, in chapter on "Trade, Commerce and Navigation," History of Suffolk County. DEVELOPMENT OF BOSTON'S COMMERCE IN PAST TWENTY YEARS The development of Boston's commerce, as compared with that of other Atlantic ports, during the past twenty years may be seen from the tables which follow and which give figures for Boston and other ports on the value of imports and exports, grain receipts, value of selected imports and exports at the Port of Boston, passengers arriving from abroad, and vessels entered and cleared in foreign trade. In any estimate of Boston's position among the ports of the country, consideration should be given to the effect of the World War. The re-adjustment of our port and trans- portation system to meet the demands growing out of our entry into the War was especially disadvantageous to Boston. The matter of rate discrimination in favor of other ports has also to be regarded as an important factor. Space prevents any discussion of these questions, but they have been admir- ably covered in a recent publication entitled "The Port of Boston, Massachusetts" prepared by the Engineer Corps U. S. A. and the United States Shipping Board, and published by the Government Printing Office at Washington, D. C. Boston's failure to maintain the same relative rate of increase in her commercial growth as other ports in the five years, 1917-1921 as compared with 1902 and 1906, is, in part, due to conditions growing out of War. Boston's increase in value of exports during the five years, 1917-1921 was but J 39- 2 % over the period 1902 to 1906. New York, in the meanwhile, shows an increase of 459.6% and Philadelphia 479-3%- Per cent increase in value of exports in five year period 1917-1921 over period 1 902-1 906. Boston !39- 2 New York 459-6 Baltimore, Md 266.2 New Orleans, La 268.3 Galveston, Tex 2 °5-7 Philadelphia, Pa 479-3 The effect of the War is not, however, so important a factor in the decline of Boston's share of the country's total foreign trade. It will be seen from the appended figures that Boston's proportion of the total exports of the country fell from 9.7% as the average for the decade 1891 to 1900 to J -33% i n the fiscal year 1922. * The value of Boston's imports for the fiscal year 1922, in- creased ninety-five million dollars, or 140% above the average for the ten years 1891 to 1900, while exports fell off forty-seven million, or almost 50%. Baltimore, however, shows an increase of over 200% in imports and 42% in exports. Philadelphia shows a gain of 140% in imports and 135 % in exports. The importance of grain and other bulk freight in Bos- ton's commercial development has been emphasized fre- quently. The changing position of Boston in this matter of grain receipts is shown in the following table: See table pages 36-37. Proportions of Flour and Grain Receipts at Atlantic Ports New York Boston Phila. Bait. P.C. P. C. P. C. P.C. 1884 56.3 17-5 10.6 15.6 1894 52.6 16.5 14.6 16.3 1920 5 2 -3 4-7 16.3 26.7 1922 45.1 4.5 22.2 28.2 Five Year Average Receipts of Grain at Boston Bushels 1896-I9OO 38,465,837 I9OI-I905 25,021,285 I906-I9IO 20,096,618 I9II-I9I5 22,969,561 I916-I92O 18,639,701 1922 13,628,049 It may be said in passing that among the cities repre- sented, Boston had ranked second in grain receipts in 1882, 1883, 1884, 1885, 1888 and 1894. In 1922 she was fourth. Of the aggregate receipts of grain at Boston, New York, Philadelphia and Baltimore in 1884, Boston had 17.5%. In 1920 her share had dropped to 4.7%. Last year, 1922 it was 4.5%. In the meantime, Baltimore's share of grain receipts among the four ports mentioned increased from 10.6% in 1884, to 22.2% in 1922, and that of Philadelphia from 15.6% to 28.2%. * The effect of the War, and the restricting of immigration, is of course to be seen in the falling off in the number of pas- sengers arriving at the principal Atlantic ports. The general increase in arrivals in 1914, was, to a large extent, due to the return of American citizens and others, following the outbreak of the War. t * See page 39 for exports of wheat and flour from U. S. ports, t See table page 35. IO WHERE THE SHAWMUT BANK WAS ORGANIZED IN 1836 ,| ( c iBpnirPil le.tiinv lici Dork .il » -i.s* !Ihn!iiii Mirii-in '.* IHK lnj'.mJ fcrni Busily 71; lntS3«OT. Hv inntfltiil! his'l biuo l!>[ ■ Hi .< iijsln ,|l,.,!i-i|!« ■!.■■ llihll.-lM I - h.il« amtftUrra W3D5IS.1 »to |il(i|n Mtljiut U.lljful .1 .-lIUl . M 10 lilt Jtl : .- V- ■- W .-! ■ ■•■. M'"'' ill'".' .'.■;-(! l,iHoi.»ii«iilli-'.«i(li"'li''i"iil'. ra Hr^-.i.> (j^r.HHlimj.T a «'o niul Jnhii Btll for llu-lr lwrj " ■ ' ■ ' ■'' '"< » h'Im'.ii-hi miilorttkiM irfr,/ //A///// //// i ///////// J// /■/ ///■;//'// ' r////u/// iy.9.9 j/f//r -Jfyri ■/. -yjrj/r//' THE CUNARD S. S. BRITANNIA LEAVING ON SCHEDULE IN 1844 THROUGH A CANAL IN THE FROZEN HARBOR, SEVEN MILES LONG AND ONE HUNDRED FEET WIDE, PROVIDED BY THE MERCHANTS OF BOSTON BOSTON AND ALBANY DOCKS, EAST BOSTON - -r SHIP INDEPENDENCE," A BEAUTIFUL EXAMPLE OF BOSTON'S MERCHANT MARINE OF THE LATE NINETEENTH CENTURY The increase during the fiscal year 1922 over 1921, of vessels in Foreign Trade entered at the Port of Boston, is due in part to the imports of British coal, as a consequence of the shortage in New England, increased imports of wool, and the general increase in import trade of the whole country. Tonnage of Vessels in Foreign Trade Entering and Clearing from Port of Boston Entered American Foreign Total Number Tonnage Number Tonnage Number Tonnage 1890 377 i97>73i 1938 1,252,139 2315 1,449,870 19 00 2I2 215,673 1455 2,049,358 1667 2,265,031 19 10 I2 9 i 97j°9 6 i2 34 2,602,576 1363 2,799,672 *i92o 542 1,097,268 639 1,152,602 1181 2,249,870 **9 21 564 1,430,899 870 1,568,694 1434 2,999,593 *i9 22 584 1,663,555 12-53 2,625,861 1837 4,289,416 District of Massachusetts. Cleared 1890 244 126,021 1212 892,470 1456 1,018,491 i9°o 2 94 2 53,645 i3 2 4 i,7 2 3,7 6 5 ip8 1,977,410 1910 141 157,314 1001 1,702,765 1142 1,860,079 *i9 2 ° 37 2 734,° 2 o 477 603,949 849 i,337>9 6 9 *i9 21 359 9 I 9> 2 ° 2 618 894,430 977 1,813,632 *i922 371 1,005,110 843 1,470,895 . 1214 2,476,011 * District of Massachusetts. THE PORT AND EQUIPMENT The Port of Boston has one hundred and forty-one miles of waterfront, including a lineal frontage of more than forty miles of berthing space for ships, on a depth of more than thirty feet at low water. Its geographical position with relation to the great ports of the world is unexcelled. Boston is two hundred miles nearer Europe than New York and four hundred miles nearer than Philadelphia or Baltimore. Her position makes possible a saving of from 13 two to four days on round trips between Boston and ports in the United Kingdom and of Europe. The accompanying table of distances shows that Boston is nearer to South American ports than any Atlantic or Gulf port except Norfolk and Charleston. Its position gives it a direct advantage in the handling of imports of cotton from Egypt, of vegetable oils from Mediterranean ports; burlaps, jute, hides and skins from India. It enjoys a special advantage with relation to South American ports south of Pernambuco. The industries of New England have at their disposal a distinct advantage in this particular, as large quantities of rubber, wool, hides, coffee, cocoa and other commodities, are consumed in the manufac- turing operations of New England's many varied establish- ments. Boston, as a distributing center, not only for New England, but other adjacent territory, enjoys a further ad- vantage in the matter of imports of such South American commodities, for local consumption, as bananas and other fruit, sugar, sisal, mineral oils, etc. Water Distances to Important Foreign Ports in Nautical Miles* Mon- Port- Bos- New Phila- Balti- treal land ton York delphia more Liverpool 2,785 2,885 2 >9 2 8 3,107 3,250 3,393 Glasgow .... 2,857 3,036 3,179 3,322 Hamburg .... 3,469 3,648 3,791 3,934 Copenhagen .... 3,749 3,928 4,071 4,214 Gibraltar 3,188 2,985 3,028 3,207 3,350 3,490 Havana 2,472 1,456 1,415 1,186 1,156 1,107 Colon, C. Z 3,i6o 2,198 2,157 1,974 1,946 1,901 Pernambuco 4,284 3,700 3,669 3,698 3,745 3,772 Buenos Aires 6,457 5,873 5,842 5,871 5,918 5,945 Shortest usual route as shown in table of distances between ports, issued by the Hydrographic Office, U. S. Navy. Nautical miles may be converted to statute miles approximately by multiplying by 1.15. (Port of Boston, Massachusetts, U. S. Port Series No. 2.) 14 New Galves- Orleans ton 4,613 4,773 4.5 10 4,670 53 1 54 5,3H 5*434 5,573 4,593 4,753 603 769 *>39° i,493 4,108 4,33i Water Distances (Continued) Nor- Charles- Sav- Mo- folk ton vannah bile Liverpool 3,272 3,540 3,613 4,544 Glasgow .... .... .... Hamburg 3,813 4,081 4,154 Copenhagen 4,093 4,434 Gibraltar 3,369 3,619 3,689 4,524 Havana 985 646 606 553 Colon, C. Z 1,779 1,564 1,563 1,371 Pernambuco 3>^5 l 3,649 3,68 1 4,061 Buenos Aires 5,824 5,822 5,854 6,625 6,281 6,504 THE HARBOR Boston Harbor, proper, comprises an area of about forty- seven square miles, exclusive of the islands. Entrance to the harbor from the outer bay is about four and three-quarter miles wide; and the distance from that point to the Charles- town Navy Yard, at the upper end of the harbor, is about seven and one-half miles. A thirty-five foot channel extends the entire length of the harbor. In the outer harbor, there are three main channels from the sea to President Roads, a deepwater anchorage. The main ship channel of the inner harbor has a depth of thirty-five feet at mean low water and a width of twelve hundred feet. CHANNELS The three main channels of the outer harbor are the Broad Sound South Channel, extending from Broad Sound to President Roads, thirty feet deep and twelve hundred feet wide. Broad Sound North Channel, thirty-five feet deep and fifteen hundred feet wide, and the Narrows, a channel leading into Boston Harbor from the southeast, twenty-seven feet deep and one thousand feet wide. Of the inner harbor, Mystic River enters the northern end of the harbor and has an improved channel varying from 15 five hundred to nine hundred feet in width, thirty feet deep, and extending for a distance of approximately, one and one- half miles. Chelsea Creek Channel is twenty-five feet deep, one hundred and fifty feet wide, and about one mile long. ADMINISTRATION OF THE PORT Previous to 191 1, administration of the Port of Boston was under control of the Harbor and Land Commission, a State Board with jurisdiction over all state lands and the rivers and harbor tidewaters and foreshores within the Commonwealth. As result of a vigorous campaign for Port development, which was begun in 1907, there was established in 191 1 a new policy of port administration. At that time a Board was created known as "The Directors of the Port of Boston." This Board embraced three members and was given control of administration and development of the Port. A state appro- priation of $9,000,000 was made and the development of Port facilities was pushed forward with vigor. Five years later, in 1916, the Directors of the Port, and the Harbor and Land Commission were merged into one body known as "The Commission on Waterways and Public Lands." The Commission had authority similar to that of the old Harbor and Land Commission, and in addition, was given specific authority with regard to Port development at Boston. On a recent re-adjustment of state departments, with a view to effecting economy of administration, the Commission on Waterways and Public Lands was abolished and manage- ment of the Port of Boston was placed in charge of the Water- ways Division of the new State Department of Public Works. The efforts made by the State of Massachusetts for Port development at Boston have been supplemented for more than one hundred years by assistance from the Federal Govern- ment. There have been expended by the Federal Government for improvement\of Boston Harbor from 1790 to June 30, 1918 $12,525,981. 16 In considering the expenditure by the Federal Govern- ment, reference should be made to the construction of the Army Supply Base, an important addition to the equipment of the Port, at South Boston, built by the Government during the War at a cost of $26,000,000. The total of expenditures by the State of Massachusetts upon the Harbor and Port of Boston since 1859, has been $18,364,947. OWNERSHIP OF WATERFRONT Up to 1865, practically all the wharves and terminals in Boston Harbor were owned and operated by private companies. Of the total water frontage of the Port, the Commonwealth of Massachusetts owns over twelve hundred acres of land in and about the harbor and having a frontage of about three thousand feet located on the main ship channel. These holdings of the state in waterfront lands are valued at more than $10,000,000. The Army Supply Base at South Boston, the property of the Federal Government, occupies a frontage of five thousand four hundred and seventy-four feet, of which four thousand one hundred and fifty-one feet are on the Reserve Channel, and one thousand and twenty-five feet on the slip adjoining the United States Navy Dry Dock. Aside from the State and Federal Governments, the Boston & Maine Railroad is the largest owner of water- front property in the Port of Boston. It occupies practically all of the deep water-front of the Charlestown peninsula, with the exception of the United States Navy Yard. The United States Navy Yard fronts on deep water at the confluence of the Charles and Mystic Rivers. The Boston & Albany Railroad has five piers in East Boston, connected with the mainland by the Grand Junction Railroad which runs through East Boston, Chelsea, Everett, Somerville, Cambridge and Allston. All three of the railroads mentioned above acquired their dock and terminal holdings between the years 1865 and 1887. 17 The remainder of the water-front of the Port is owned by various coastwise steamship companies, or by private dock warehouse and pier companies. TERMINALS There are three physically distinct Ports within the confines of Boston Harbor, each served by an important railroad system. The freight terminals of the Boston & Maine Railroad, the largest terminal property on the harbor front, are at the north of the Charles River, Charlestown, East Somerville and Cambridge. The principal overseas terminals reached by this railroad are the Hoosac Tunnel docks and Mystic wharf. An important part of the equipment of the Hoosac Tunnel docks is the huge grain elevator with a capacity of one million bushels. A grain elevator of four hundred and twenty thous- and bushels capacity serves at Mystic wharf. Terminals of the Boston & Albany Railroad are at East Boston and give direct communication with the Grand Junc- tion Wharves and with Commonwealth Pier No. I. Included in their equipment is a grain elevator with a capacity of one million bushels. The freight terminals of the New York, New Haven and Hartford Railroad are at South Boston, and afford direct service to and from its own piers, to the Commonwealth Pier No. 5 and to the Army Supply Base. Interchange of freight between the various terminals is facilitated by the operation of the Union Freight Railroad, with tracks on the water-front streets of the city. DRY DOCKS There are six graving docks and one floating dock in- cluded in the port equipment. Supplementing these docks are eight marine railways. The Boston Navy Yard Dock No. 3 is capable of docking the largest vessels in the world. It has a length of one thous- and two hundred and four feet, a bottom width of one hundred and fifteen feet, and a depth on the sill at mean high-water of forty-three feet, ten inches. This dock was originally con- structed by the State of Massachusetts and was sold to the Federal Government in July, 1919, together with an additional parcel of land adjoining the dock. The price paid by the Federal Government was #4,158,385. It was in this dock that the "Majestic," of the White Star Line, the world's largest steamship, was recently docked. It was the only dock of its type capable of holding this monster ship, which is nine hundred and fifty-six feet long and sixty-four thousand tonnage. FEDERAL AND STATE PIERS The construction of the Commonwealth Pier by the State of Massachusetts, and the Army Supply Base by the Federal Government, has largely increased the facilities of the Port for maritime trade. COMMONWEALTH PIER NO. 1 This pier is a part of the more recent development under- taken by the State. It serves as a terminal for both freight and passenger business. The pier, when completed, will have a length of eight hundred and forty feet; the part already constructed is four hundred and twenty feet long and one hundred and fifty feet wide. COMMONWEALTH PIER NO. 5 Commonwealth Pier No. 5 is a modern structure, com- pleted in 191 3, and having berthing space sufficient for five or more ocean steamships. It has a frontage of four hundred feet on the main ship channel, with two slips, each two hundred feet long, with forty feet of water throughout their length. *9 This pier is in the heart of Boston's wool district, the greatest wool market in the world, and is served by the New York, New Haven & Hartford Railroad. THE ARMY SUPPLY BASE The construction of the Army Supply Base was of im- portance as an addition to the existing railway terminals and the Commonwealth Pier properties at South Boston and East Boston. It gives to Boston harbor modern facilities for loading and unloading forty-one large ocean-going ships at one time. The pier shed provides nine hundred and fifty lineal feet of berthing space on either side and three hundred feet along its face. This berthing space has a present depth of thirty feet at mean low water, and will eventually be increased to thirty-five feet. The pier shed embraces two buildings, each of about nine hundred and twenty-four feet long, one hun- dred feet wide and three stories high, with a total floor area of five hundred and eighty thousand square feet, or more than thirteen acres. The storehouse, which adjoins the wharf and pier sheds, is one of the largest buildings of its kind in the world. It is built of reinforced concrete, eight stories high, one hundred and twenty-six feet wide, and one thousand six hundred and thirty-eight feet long, and has a total floor area of over one million six hundred and fifty thousand square feet, or nearly forty acres. Its equipment includes twenty-four freight elevators, each with a capacity of ten thousand pounds, and operating at a speed of one hundred and fifty feet per minute. FISH PIER Boston's leading position as a great fish market makes it quite natural that it should have at its disposal the finest fish pier in the world in point of adaptability and service. This pier was built by the Commonwealth exclusively for the fish 20 THE CHIEF BUILDINGS OF THE U. S. ARMY BASE, SOUTH BOSTON U. S. NAVY DEPARTMENT DRY DOCK NO. 3, SOUTH BOSTON COMMONWEALTH PIER NO. 5, SOUTH BOSTON S. S. MAJESTIC OF THE WHITE STAR LINE business. It provides docking berth for forty vessels, and over eighty vessels can unload at one time. PORT REGULATIONS General Regulations : Vessels may enter harbor and anchor at quarantine at any time. Vessels may clear between 9.00 a.m. and 4.00 p.m., except Saturdays, then until 1.00 p.m. Clearances are effected through agents, by the Maritime De- partment Customs Service. There are no harbor dues at this Port. No harbor dues are charged, and on overseas freight, wherein the railroads obtain a rail haul, wharfage is provided free. Local shipments pay moderate wharfage charges. This free wharfage brings vast quantities of exports from western points, and also, imports destined for the interior. VESSEL DEMURRAGE In the coastwise trade the usual charge is twenty-five cents per ton per day on steamers, based upon the coal-carrying capacity of the vessel. On steamers with a capacity not exceeding thirty-one hundred tons, three days are allowed for loading and discharging, and on vessels over thirty-one hun- dred tons, four days are allowed. This refers entirely to coal cargoes. On general cargo, the charge depends upon the contract between the charterers and the owners. On coal barges, the demurrage is ten cents per ton per day. On barges up to fifteen hundred tons' carrying capacity, four days are allowed for loading and discharging cargoes; from fifteen hundred to twenty-five hundred tons, six days are allowed. TONNAGE DUES A duty or tax of two cents per net ton, is imposed on all vessels at each entry into a United States port from a foreign port or place in: 23 North America. Bahama Islands. Central America. Bermuda Islands. West India Island. Newfoundland. Coast of South America, bordering on the Caribbean Sea above and including the mouth of the Orinoco River. This tax is not to exceed, in the aggregate, ten cents per net ton in any one year. A tonnage tax of six cents per net ton is imposed at each entry on all vessels which shall be entered in any port of the United States from any other foreign port or place. This tax is not to exceed thirty cents per ton per annum. FEES FOR ENTRY AND CLEARANCE OF VESSELS AT THE CUSTOM HOUSE Foreign Entering Fees: Survey (ioo tons or over, dutiable cargo) $3.00 Survey (under 100 tons, dutiable cargo) 1.50 Survey (if in ballast or with non-dutiable cargo) ,6y Entry (100 tons or over) 2.50 Entry (under 100 tons) 1.50 Certificate of payment, Tonnage Tax Foreign Vessels . . . .20 Clearing Fees: Clearance (100 tons or over) $2.50 Clearance (under 100 tons) 1.50 Certificate Shipping Articles (American Vessels) .20 Coastwise Entering or Clearing Foreign Vessels $2.00 PILOTAGE Pilotage into Boston for vessels engaged in foreign trade, with few exceptions, is compulsory. It is not compulsory for vessels in the coastwise trade. Pilots cruise in pilot boats 24 which are designated by numbers painted in black figures four feet high. The outer boat usually cruises outside The Graves and the inner one, inside. The rates for pilotage into Boston harbor are as follows : Net Tonnage Rate per Foot of Draft Under 501 tons $3.00 501 to 1,000 tons, inclusive 3.50 1,001 to 1,500 tons, inclusive 4.00 1,501 to 2,000 tons, inclusive 4.50 Over 2,000 tons 5.00 PORT OFFICIALS W. W. Lufkin, Collector. Eli Perry, Special Deputy Collector. Hugh Hamill, Deputy Collector, Inward Foreign Division. Chas. F. Gilman, Deputy Collector, Warehouse Division. Wallace Darling, Deputy Collector, Pass. Baggage Ejf Mail Div. S. J. Devlin, Deputy Collector, Marine Division. R. G. Frye, Deputy Collector, Drawback & Liquidation Division. Herman Hormel, Surveyor of the Port. M. B. Mann, Special Deputy Surveyor. J. W. McGrath, Deputy Surveyor. Wm. C. Earle, Deputy Surveyor. The above officials are to be found at the U. S. Custom House. The Custom House is open from 9.00 to 4.30 daily, except Saturday. Saturday from 9.00 to 12.00. Marine Division from 9.00 to 1.00. Duties must be paid before 3.00 p.m., and on Saturday before 12.00 noon. U. S. Immigration Office. Office and Station, 287 Marginal Street, East Boston. Telephone: East Boston 2297 and 246. 25 FOREIGN CONSULS IN BOSTON ARGENTINA. Manuel G. Durand, Consul. 93 Federal St. Main 6768. Office hours: 10 to 4. Sat. 10 to 12. AUSTRIA. Care Consul General, New York. BELGIUM. Thomas H. Robbins, Consul. 16 Central St. Congress 7183. Office hours: 10 to 4. Sat. 10 to 12. BOLIVIA. Arthur P. Cushing, Consul. 101 Tremont St. Main 3367. BRAZIL. Jaime McKay D'Almeida, Vice-Consul. 244 Washington St. Congress 4783. Office hours: 10 to 3. Sat. 10 to 12. Pedro Mackay D'Almeida, Com' I Agent. 244 Washington St. Congress 4783. CHILE. Hernan Besa, Consul. 722 Commonwealth Ave. Copley 1189-M. Office hours: 9 to 5. Sat. 9 to 12. COLOMBIA. Enrique Naranjo, Consul. 92 University Road, Brookline Brookline 6162-M. Office hours: 9 to 5. Arthur P. Cushing, Vice-Consul. 101 Tremont St. Main 3367. COSTA RICA. Mario Sancho, Consul. 10 High St. Congress 6742. Office hours: 9 to 4. Sat. 9 to 12. CUBA. Dr. Frederico Sanchez Guerra, Consul. 114 State St. Congress 6273. Office hours: 10 to 3. Sat. 10 to 12. DENMARK. James J. Kelly, Acting Consul. 131 State St. Main 1796. Office hours: 10 to 4. Sat. 9 to 12. 26 Foreign Consuls {Continued) DOMINICAN REPUBLIC. Arthur C. Granville, Consul. '131 Warren St., Arlington. Arlington 2008-M. ECUADOR. Max Otto von Klock, Acting Consul. 143 Federal St. Main 2973. Office hours: 9 to 4. Sat. 9 to 12. FINLAND. John Alfred Anderson, Vice-Consul. 101 Tremont St. Congress 2912. Office hours: Sat. 1 to 5. Other times by appointment. FRANCE. J. C. Joseph Flamand, Consular Agent. 161 Devonshire St. Congress 3022. Office hours: 10 to 3. Sat. 10 to 12. GERMANY. B. F. von Scholley, Consul. 53 State St. (Room 441). Main 593. Office hours: 10 to 12. 1 to 4. Sat. 10 to 12. GREAT BRITAIN. Edward F. Gray, Consul General. A. H. Marlow, Vice-Consul. James A. Brannen, Vice-Consul. 150 State St. Richmond 304. Office hours: 10 to 3. Sat. 10 to 12. GREECE. Theodore G. Papayannopoulos, Consul. 636 Beacon St. Back Bay 10807. Office hours: 10 to 4. Sat. 10 to 12. GUATEMALA. William A. Mosman, Consul General. 85 Water St. Main 1873. Office hours: 10 to 3. Sat. 10 to 1. HAYTI. B. Preston Clark, Consul. 55 Kilby St. Main 5961. Office hours: 9 to 5. Sat. 9 to 1. HONDURAS. Albert Propper, Consul. 40 Court St. Main 100. Office hours: 9 to 5. Sat. 9 to 1. 27 Foreign Consuls {Continued) HUNGARY. Care of Swedish Consul. ITALY. Agostino Ferrante, Consul. Silvio Vitale, Vice-Consul. 142 Berkeley St. B. B. 9499. Office hours: 10 to 3. Sat. 10 to 12. JAPAN. Care of Japanese Consulate General, 165 Broadway, New York. LUXEMBOURG. Care of Belgian Consul, 26 Central St. MEXICO. J. A. Saenz, Vice-Consul. 131 State St. Main 3668. MONACO. Charles F. Flamand, Consul. 161 Devonshire St. Congress 3022. Office hours: 10 to 3. Sat. 10 to 12. NETHERLANDS. J. H. Reurs, Acting Consul. 89 State St. Congress 2230-2231. Office hours: 9 to 5. Sat. 9 to 12. NICARAGUA. David Sequeira, Consul. 12 Huntington Ave. NORWAY. Care of Swedish Vice-Consul. 18 Tremont St. PANAMA. Melvin Maynard Johnson, Consul. 89 State St. Main 4071. Office hours: 10 to 4.30. Alfred H. Shrigley, Vice-Consul. 73 Tremont St. Haymarket 503. PERU. Alejandro G. Riveros, Consul. 143 Federal St. Main 2973. Office hours: 9 to 5. Sat. 9 to 12. PORTUGAL. Eduardo de Carvalho, Consul. Camillo Camara, Vice-Consul. 220 Devonshire St. Main 995. Office hours: 10 to 4. 28 Foreign Consuls {Continued) *RUSSIA. Joseph A. Conry, Consul. i Beacon St. Haymarket 606. SPAIN. Pedro Mackay D'Almeida, Vice-Consul. 244 Washington St. Congress 4783. Office hours: 10 to 3. Sat. 10 to 1. SWEDEN. Carl W. Johansson, Vice-Consul. 18 Tremont St. Congress 1 850-1 851. Office hours: 10 to 3. Sat. 10 to 12. SWITZERLAND. Georges H. Barrel, Consular Agent. 88 Broad St. Congress 1908. Office hours: 10 to 12. TURKEY. H. Kazaz, Attache, care of Spanish Consulate. 244 Washington St. Office hours: 10 to 3. Sat. 10 to 1. URUGUAY. William A. Mosman, Consul. 85 Water St. Main 1873. Office hours: 10 to 3. Sat. 10 to 1. VENEZUELA. Dr. Ernesto Hurtado, Consul. 1202 Commonwealth Ave. Office hours: 10 to 12. <#> * The Soviet Government has not been recognized by the government of the United States. 29 Value of Imports and Exports of Merchandise at the Port of Boston Fiscal Years Value of Imports 860 $39,333,684 870 47,484,060 880 68,503,136 881 61,960,103 882 69,594,057 883 72,552,075 884 65,865,551 885 53,445,929 886 58,430,707 887 61,018,330 888 63,897,778 889 66,731,023 890 62,876,666 891 71,212,614 892 71,780,489 893 79,357,654 894 503309,331 895 66,889,118 89 6 79> I 79>86 4 897 9°> l 7 i >3 l 9 89 8 5 X ,475,°99 899 52,057,960 900 72,195,939 9° r 61,452,370 9° 2 7 I >9 2I >43 6 903 86,310,586 9°4 80,657,697 905 100,317,881 906 106,442,077 907 124,432,977 908 93,678,716 9°9 "2,472,595 910 129,006,184 9" 116,597,440 912 129,293,016 9 J 3 146,599,451 9H 159,915,970 9*5- •■ I 5 2 ,653,79i 916 210,900,243 9*7 217,905,287 918 248,927,021 Value of Exports $ 1 2,747,794 12,012,965 59,237,831 73,433,677 62,471,426 62,356,749 63,497,829 62,000,103 54,099,505 59,001,505 56,457,384 66,835,595 71,202,944 77,020,081 87^75,636 85,460,422 83,972,460 85,5 5, J 96 95,851,004 100,857,281 "7,531,903 128,037,149 "2,195,555 143,708,232 102,404,304 88,126,444 89,845,772 87,804,492 98,739,647 100,872,147 96,051,068 76,i57,55 8 70,516,789 71,534,082 69,692,171 69,552,657 65,715,181 107,475,677 I 3 I , 2 99,946 225,578,485 205,132,428 Value of Imports and Exports $52,081,478 59,497,025 127,740,967 i35,393,78o 132,065,483 134,908,824 129,363,380 115,446,032 112,530,212 120,019,835 120,355,162 I33,566,6i8 I34,o79,6io 148,232,695 158,956,125 164,818,076 134,281,791 I 5 2 ,394,3 I 4 175,030,868 191,035,600 169,007,002 180,095,109 184,391,494 205,160,602 1 74,325,740 174,437,030 170,503,469 188,122,373 205,181,724 225,305,124 1 89,729,784 188,630,153 199,522,973 188,131,522 198,985,187 216,152,108 225,631,151 260,129,468 342,200,189 443,483,772 454,059,449 30 BOSTON AND MAINE RAILROAD, MYSTIC" DOCKS, CHARLESTOWN BOSTON AND MAINE RAILROAD DOCKS, CHARLESTOWN FURNESS LINE AND OCEAN S. S. LINE A VIEW OF BOSTON HARBOR FROM THE CUSTOM HOUSE EAST BOSTON IN THE DISTANCE A VIEW FROM THE CUSTOM HOUSE SOUTH BOSTON IN THE DISTANCE THE NEW COMMONWEALTH FISH PIER, SOUTH BOSTON BOSTON (COMMONWEALTH) FISH PIER FROM THE HARBOR Value of Imports and Exports (Continued) Value of Value of Value of Fiscal Years Imports Exports Imports and Exports *I9!9 299,364,999 334,487,031 633,852,030 1920 392,752,807 192,802,178 585,554,985 19 21 164,922,499 60,250,954 225,173,453 1922 237,587,266 5°»55 8 >55° 288,145,816 For fiscal years ending June 30. Commencing July 1, 1913, the Port of Boston includes sub-ports of Salem, New Bedford, Fall River, Plymouth, Gloucester, Vineyard Haven, Barnstable and Provincetown, under the heading "District of Massachusetts." * Since 191 8 the Department of Commerce has compiled figures of foreign trade on the basis of calendar years. Arrivals of Passengers at Principal Atlantic Ports from Foreign Countries Boston, Massachusetts United Non- States immigrant Fiscal Years Citizens Aliens Immigrants Total Returning 1907 12,420 12,558 70,164 95,i4 2 191 1 11,019 8,428 45,865 65,307 1914 14,816 11,085 6g,36c; 95,2.96 1917 790 528 11,828 13,146 1922 2,675 838 4,924 8,437 New York, New York 1907 146,747 I][I >539 1,004,756 1,263,042 1911 182,724 100,059 637,003 9 X 9>7 86 1914 168,912 114,521 878,052 1,161,485 1917 39,958 29,100 129,446 I9 8 >5°4 1922 162,389 65,962 209,778 438,129 Philadelphia 1907 3,258 1,008 30,501 34,7 6 7 191 1 3,527 W 1 45,023 49>82i 1914 3,1 14 2,672 5M57 62,643 1917 125 42 274 441 1922 588 275 3,257 4,070 Baltimore , 1907 1,514 1,074 66,910 69,498 191 1 1,290 593 22,866 24,749 1914 1,071 956 39P48 4W5 1917 47 2 5 231 303 1922 117 60 163 34° 35 Value of Imports and Exports of Merchandise at Leading United States Ports by Decades Average Per Average Per Annual Cent Annual Cent Fiscal Value of Value of Years Ports of United of United Imports States Exports States [ Boston .... . 68,463,638 9.0 97,360,668 9-7 New York . . • 49°> I 4 2 ,93 2 64.2 397,29 x ,5io 38.8 189I- New Orleans 16,207,859 2.1 96,730,005 9-5 I9OO Baltimore. . 13,630,713 i-7 86,898,808 8-4 Philadelphia 50,450,865 6.4 49,9 6 3,545 4-7 Galveston . . 1,080,312 O.I 51,069,128 4-7 f Boston .... 96,669,251 8-3 95,422,645 5.8 New York . 697,726,032 60.5 575,271,730 35-5 I9OI- New Orleans 37,079,867 3-i 150,172,374 9-3 I9IO Philadelphia 64,125,104 5-5 81,215,180 5.0 Baltimore. . 26,231,394 2.2 90,218,198 S.G Galveston . . 3,385,920 0.2 150,182,062 9-3 Boston .... 141,011,934 8.2 7 6 ,793,953 3-2 New York . . 975,403,845 57.0 916,114,901 38.6 I9II- New Orleans 78,667,861 4.6 1 79,037,920 7.6 1915 Philadelphia 86,261,089 5.0 74,238,086 3-r Baltimore. . 30,196,087 1.8 107,094,978 4-5 Galveston. . 7,610,809 0.4 241,253,688 10. 1 r Boston .... 275,921,863 8-5 221,846,957 3-5 New York . . 1,623,890,261 50.3 • 1,916,968,949 45-7 I916- New Orleans . 119,848,316 3-7 395,249,377 6.2 I920 Baltimore. . 38,785,438 1.2 308,756,663 4.8 Philadelphia . 132,350,582 4.1 407,738,814 6.4 Galveston . . 14,223,689 4.4 311,984,581 4.9 221,865,187 6.0 1 22,740,620 1.9 New York . . . 1,920,662,644 52.5 : ^,545,015,37! 39-° 1921 New Orleans 190,950,076 5-2 614,206,827 9.4 Baltimore. . . 61,485,414 1.6 306,178,352 47 Philadelphia . 205,892,404 5 .6 322,296,316 5.0 Galveston . . . 26,666,409 0.72 550,032,922 8.4 36 Value of Imports and Exports of Merchandise at Leading United States Ports by Decades {Continued) Average Per Average Per Annual Cent Annual Cent Fiscal Value of Value of Years Ports of United of United Imports States Exports States Boston . . . • • • • 163,075,778 6.25 50,295,797 i-33 New York , 1,365,484,094 52.35 I ,3I7,440,8l6 34-95 New Orleans .. . 104,056,671 3-99 365,116,311 9.68 IQ22 Baltimore . 41,346,335 1.58 123,243,840 3.27 Philadelphia. . . 120,291,347 4.6 II7,835,H7 3.12 L Galveston . 18,943,620 0.72 402,337,575 10.66 Average Per Average Per Annual Cent Annual Cent Fiscal Value of of Value of of Years Ports Imports United Years Imports United and Exports States and Imports States [ Boston. 165,824,306 9.3 497,768,820 5.2 New York . . 887,434,442 49-6 4,540,859,210 47.2 189I- New Orleans 112,937,864 6.3 I916- 535,097,694 5-5 I9OO Baltimore . . . 100,529,521 5.7 1920 347,595,101 3-6 Philadelphia . 100,414,410 5.6 540,089,396 5-6 Galveston . . . 52,149,440 2.8 326,208,271 3-4 Boston 192,091,896 7.0 344,605,807 3-4 New York . . . 1,272,997,762 45.9 4,465,678,015 43-9 I9OI- New Orleans 187,252,261 6.8 . 805,156,903 7-9 I9IO Philadelphia . ■ 145,340,284 5.2 1921 528,188,720 5.2 Baltimore. . . 116,449,592 4.2 3j6,663,y66 3-6 Galveston . . . 153,567,982 5-4 576,699,331 .5.6 Boston 217,805,887 5.3 213,372,575 3-34 New York . . 1,891,518,746 46.3 2,682,924,910 45-9 I9II- New Orleans 257,7 5,78i 6.3 469,172,982 7-35 I915 Philadelphia. 160,499,175 3.9 I922 238,026,464 3-73 Baltimore. . . 137,291,065 3.4 164,590,175 2.58 G alveston . . . 248,864,497 6.1 421,281,195 6.6 31 Value of Selected Imports and Exports at Boston Imports Years Ending June 30, 1914 and June 30, 1922 Hides and Skins $24,266,000 $12,655,000 Cotton 1 1,483,000 27,039,000 Wool 31,556,000 26,569,000 Fibre 14,349,000 4,562,000 Fibre Manufacture 9,444,000 7,816,000 Sugar, Cane and Molasses 7,001,000 12,380,000 Total of all 159,915,000 162,151,000 Exports Years Ending June 30, 1914 and June 30, 1922 Meat Products $17,144,000 $9,539,ooo Cotton 6,573,000 3>539>o°o Breadstuff's 5,686,000 1,398,000 Iron and Steel Manufacturers ... . 4,828,000 6,169,000 Cotton Manufactures 4,545,000 2,750,000 Total of all 65,715,000 50,602,000 Average Value of Foreign Trade for Ten Years 1891-1900 Compared with Trade for Year Ending June 30, 1922 Imports Exports Year ending Year ending 1891-1900 June 30, 1922 1891-1900 June 30, 1922 Boston $68,463,838 $163,075,778 $97,360,668 $50,296,797 New York 490,142,932 1,365,484,094 397,291,510 1,317,440,816 New Orleans 16,207,859 104,056,671 96,730,005 365,116,311 Baltimore 13,630,713 41,346,335 86,898,808 123,243,840 Philadelphia 50,450,865 120,191,347 49,963,545 117,835,117 Galveston 1,080,312 18,943,620 51,069,128 402,337,575 Total Year ending 1891-1900 June 30, 1922 Boston $165,824,306 $213,372,575 New York 887,434,442 2,082,924,910 New Orleans 112,937,864 469,172,982 Baltimore 100,529,521 164,590,175 Philadelphia 100,414,410 238,026,465 Galveston 52,149,440 421,281,194 38 Foreign Overseas Traffic, Principal United States Ports, Cargoes Loaded and Discharged Fiscal Year Ending June 30, 1922* Rank Total Rank Outbound Rank Inbound in Port Cargoes in Loaded in Cargoe U. S. Long tons U. S. Long tons U. S. Long tons 1 New York 19,000,541 1 9,263,471 1 9,737,070 2 New Orleans 7,260,497 2 4,063,337 3 3,197,160 3 Baltimore 5,194,615 3 2,846,968 5 2,347,647 4 Philadelphia 5,148,280 4 2,477,795 4 2,670,485 5 Port Arthur 4>795>339 8 *>453>93 2 2 3,341,407 6 Galveston 3,790,818 5 2,187,153 7 1,603,665 7 Baton Rouge 2,395,197 10 ^33,33 6 8 1,561,861 8 Boston 2,365,224 17 439*746 6 1,925,478 9 Norfolk.. _ 2,273,436 6 1,751,627 11 521,809 10 San Francisco 2,101,028 9 1,338,816 9 762,212 11 Portland, Ore 1,550,852 7 1,504,908 32 45,944 12 Seattle, Wash 849,909 12 652,987 20 196,922 13 Newport News 822,332 11 799,229 34 23,103 * United States Shipping Board Bureau of Research. Exports of Wheat and Flour by Customs For the Year Ending June 30, 1922* Wheat- Customs Districts Bushels Galveston 50,767,858 Oregon 35,604,454 New Orleans 32*556,675 New York 18,344,907 Chicago 15*359*979 Philadelphia 14,306,436 Maryland 1 1,863,796 Washington 8,831,346 Duluth and Superior 8,341,026 Buffalo 3,700,25 1 Wisconsin 3,414,141 Sabine 2,764,100 San Antonio 1,019,090 Maine and New Hampshire 506,943 Michigan 292,666 Ohio 243,000 Massachusetts 227,645 Total for all United States 308,321,091 * From Reports of Bureau of Foreign and Domestic Commerce. Districts Flour- Barrels 323*859 1*457*987 3,008,259 6,442,435 357 576,917 5i4*i34 2,251,420 2,072 680 18,850 1,956 45*493 506 54*3i8 14*693 15,796,819 39 STEAMSHIP LINES FROM BOSTON A number of steamship lines maintain a regular service to and from the Port of Boston and the Ports of the United Kingdom, Western Europe, Mediterranean and Black Seas, Far East, West Indies, Central and South America. Several of these lines have regular inbound schedules, their outbound sailings being dependent upon cargo available. The lines listed maintain, as a whole, a fairly regular service. Tramp ships and those making one or two trips a year to Boston are not included in the list which follows. Overseas Lines Lines to West Indies, Caribbean, Mexico, Central America United Fruit Company American. United Fruit Company, 75 State St. Passenger and Freight — Weekly. To East Coast of South America International Freighting Corporation U. S. Shipping Board American. C. H. Sprague & Son, 141 Milk St. Freight — As cargo offers. To Far East Blue Funnel Line, Alfred Holt & Company British. Patterson, Wylde & Co., Chamber of Commerce Bldg. Freight — Occasional. Barber Line American. Patterson, Wylde & Co. Freight — Occasional. Nippon Yusen Kaisha Japanese. Patterson, Wylde & Co. Freight — Occasional. To Near East Bull Constantinople Black Sea Line U. S. Shipping Board American. C. H. Sprague & Son, 141 Milk St. Freight. As cargo offers. 40 To Mediterranean Ports "Cosulich" Societa Triestina di Navigazione Italian. Patterson, Wylde & Co., Chamber of Com- merce Bldg. Freight — As cargo offers. Bull West African Line Rogers & Webb, no State St. Freight — As cargo offers. Export Steamship Company U. S. Shipping Board American. C. H. Spargue & Son, 141 Milk St. Freight — As cargo offers. Mallory Transportation Lines, C. D. Mallory & Company U. S. Shipping Board American. Rogers & Webb, no State St. Freight — As cargo offers. Round the World Dollar Line, Robert Dollar Company American and British. North Atlantic & Western Steam- ship Company, in Summer St. Freight. Monthly. To United Kingdom and Western Europe American Line International Mercantile Marine American. International Mercantile Marine, 84 State St., Freight. Semi-monthly. Anchor Line British. Anchor Line, 126 State St. Passenger and Freight. Fortnightly. Black Diamond Line Rogers & Webb, 110 State St. Freight. As cargo offers. Cosmopolitan Lines U. S. Shipping Board American. Patterson, Wylde & Co., Chamber of Com- merce Bldg. Freight — As cargo offers. Cunard Line Liverpool British. Cunard Steamship Co., Ltd., 126 State St. Passenger and Freight — Fortnightly. Cunard Line London British. Cunard Steamship Co., Ltd., 126 State St. Freight — Fortnightly. 41 To United Kingdom and Western Europe {Continued) Export Transportation Co. Oriole Steamship Line American. North Atlantic & Western Steamship Co., in Summer St. Freight — Fortnightly. French Line Compagnie General Transatlantique French. Compagnie General Transatlantique, 33 Devon- shire St. Freight — Fortnightly. Furness, Warren Line, Furness, Withy & Co. Liverpool British. Furness, Withy & Co., Ltd., 10 State St. Pas- senger and Freight. Semi-monthly. Furness Line, Furness, Withy & Co. Glasgow British. Furness, Withy & Co., Ltd., 10 State St. Freight — Semi-monthly. Holland-America Line Nederlandsch-Amerikaansch Stoomvart Maatschappy Dutch. Holland-America Line, 84 State St. Freight — Fortnightly. Leyland Line International Mercantile Marine Liverpool British. International Mercantile Marine, 84 State St. Freight — Semi-monthly. International Mercantile Marine London British. International Mercantile Marine, 84 State St. Freight — Semi-monthly. International Mercantile Marine Manchester British. International Mercantile Marine, 84 State St. Freight — Semi-monthly. "Manchester Dispatch," The Blake Line U. S. Shipping Board American. C. H. Sprague & Son, 141 Milk St. Freight — Fortnightly. Moore & McCormack Co., Inc., Commercial Steamship Lines Irish Service U. S. Shipping Board American. Rogers & Webb, no State St. Freight — As cargo offers. 42 B. & M. R. R.. HOOSAC TUNNEL DOCKS. CHARLESTOWN, INTERNATIONAL MERCANTILE MARINE LONG WHARF WITH SHIPS OF UNITED FRUIT COMPANY THE OLD NORTH END" OF BOSTON WITH MUNICIPAL FERRY BOAT T WHARF BOSTON, THE OLD FISH PIER To United Kingdom and Western Europe {Continued) Red Star Line International Mercantile Marine Belgium. International Mercantile Marine, 84 State St. Freight — Fortnightly. Rogers & Webb Line American. Rogers & Webb, no State St. Freight — Fortnightly . Scandinavian American Line Bet. Forende Dampskibsselsk Danish. A. C. Lombard's Sons, 1 ro State St. Freight — Semi-monthly. Swedish-American Line Rederiaktieb Severige Nord Amerika Rederiaktieb Transatlantic Swedish. Furness, Withy & Co., Ltd., 10 State St. Freight — As cargo offers. United American Lines American. American-Hawaiian S. S. Co., 40 Central St. Freight — As cargo offers. White Star Line British. International Mercantile Marine, 84 State St. Passenger and Freight — Semi-monthly. Domestic Lines North Atlantic Ports Tri-National Steamship Corporation F. W. Chipman, 88 Commercial Wharf. Freight — Fort- nightly. Furness, Withy & Co., Ltd. Furness, Withy & Co., Ltd., 10 State St. Freight — Weekly. Pacific Ports American-Hawaiian Steamship Co. American-Hawaiian Steamship Co., 40 Central St. Freight — Weekly. C. & T. Ihtercoastal Line Crowell & Thurlow, 131 State St. F r -eight — Fortnightly . Luckenbach Lines Luckenbach Steamship Co., 131 State St. Freight— Fortnightly. 45 Pacific Ports {Continued) Nawsco Lines North Atlantic & Western Steamship Co., 1 1 1 Summer St. Freight — Fortnightly. United American Lines, Inc. American-Hawaiian Steamship Co., 40 Central St. Freight — Weekly. THE SHAWMUT EMBLEM COPYRIGHT I9I9, THE NATIONAL SHAWMUT BANK OF BOSTON 46 SOME FACTS ABOUT BOSTON Population Boston, estimated Jan. i, 1923 837,926 Area 47.81 S q. miles Total assessed valuation, 1922 $1,677,861,774 Number of industrial establishments, 1920 2,638 Capital invested in industries, 1920 $369,401,351 Average number of wage earners employed, 1920. . 89,776 Total wages paid in 1920 $114,669,170 Value of product of industries in 1920 $674,344,180 Bank clearings — 1922 $16,453,000,000 Savings bank deposits Dec. 30, 1922. . $405,825,711 Metropolitan Boston Capital invested in industries $894,048,325 Average number of wage earners 216,727 Total wages paid $247,431,450 Value of manufactured product $1,351,627,243 BOSTON'S RANK AMONG AMERICAN CITIES First in value of property per capita, second in municipal assets per capita, the first shoe and leather center, the first wool market, the first fresh fish market (i.e., on Atlantic shores), the second import- ing seaport, the second textile center, fourth in total assessed valua- tion and in bank clearings, also the fourth postal district, fifth in Federal Reserve Bank System as to resources, capital paid in, surplus, reserves and gross deposits, seventh in total foreign trade and ninth in value of its manufactures. 47 OUR FOREIGN DEPARTMENT Offers its facilities to individuals, merchants and manufacturers in the: Transfer of moneys to all countries, by mail or cable. Opening of Commercial Credits, covering imports and exports. Buying and selling of exchange and foreign currency. Issue of Travelers' Checks and Letters of Credit in U. S. Dollars, Pounds Sterling, Francs, or other currency. Details of obtaining passports and arranging for transportation. Securing of credit information on foreign firms. Collection of drafts, coupons, inheritances, legacies, etc., in all parts of the world. Execution of orders for the purchase of securities listed on the European Stock Exchanges. 48 THE NATIONAL SHAWMUT BANK OF BOSTON OFFICERS Chairman WILLIAM A. GASTON President ALFRED L. AIKEN Vice-Presidents NORMAN I. ADAMS ADDISON L. WINSHIP ROBERT S. POTTER FRANK A. NEWELL W. A. BURNHAM FRANK C NICHOLS JOHN BOLINGER EDWARD A. DAVIS Cashier JAMES E. RYDER Assistant Cashiers HENRY F. SMITH WILLIAM S. TOWN FRANK HOUGHTON FREDERICK E. JACKSON GEORGE H. S. SOULE LEON H. WHITE GEORGE E. FICKETT EARL F. FILLMORE ERNEST H. MOORE GEORGE H. PIERCE Auditor CLARENCE E. DUNAVEN Assistant Managers, Foreign Department FRANK H. WRIGLEY WILLIAM J. HARTNEY DEPARTMENTS BANKING TRUST FOREIGN TRANSFER SAFE DEPOSIT SAFE-KEEPING 49 THE BEAM TRAWLER SWELL" 18851 BOSTON COLLEGE 3 9031 01572610 2 , ? .*>■* >a»* ,11V atari k iiuim: i i i ■■■■ «■ iiiiimi ■■■ mm iiiiiiimi! THE NATIONAL SHAWMUT BANK OF BOSTON