U. S. DEPARTMENT OF COMMERCE CHARLES SAWYER, Secretary MARITIME ADMINISTRATION 1(11 E. L Cochrane, Maritime Administrator '('«( \\)\\\ THE PEXHA. SIATE C8LLE6E. ^Participation o\ • • • UNITED STATES FLAG SHIPS IN AMERICAN OVERSEAS TRADE 1921 - 1951 ^Prepared by DIVISION OF SHIP STATISTICS OFFICE OF SUBSIDY & GOVERNMENT AID June 1952 For sale by the Superintendent of Documents, U. S. Government Printing Office Washington 25, D. C. - Price 20 cents tf-OJl&UMtod Two world wars gave impetus to the foreign trade of the United States and forced recognition of the importance of maintaining a modern merchant fleet of ships under the American flag to participate in this commerce. Although the foreign trade of our country has expanded considerably in the past three decades, American flag ships, with few exceptions, have not carried the "... substantial portion of the water-borne export and import foreign commerce of the United States . . . " , declared to be desirable in the Declaration of Policy of the Merchant Marine Act, 1936, as amended. In planning wisely for the future, recognition must be given to past activities — and the information contained in this report should serve that purpose, along with reports to follow on United States commerce with specific trading areas, commodities carried, and other studies involving the economics of shipping. The following report was prepared by BOGER A. VAUGEAN, Transportation Specialist, Shipping Projects Branch, under the direction of IRWIN M. HEIHE, Chief, Division of Ship Statistics. ^7-/>fciZ^w A. J. Wilson, Chief Office of Subsidy and Government Aid Digitized by the Internet Archive in 2012 with funding from LYRASIS Members and Sloan Foundation http://archive.org/details/participationofuOOunit Participation of United States Flag Ships in American Overseas Trade 1921 - 1951 Despite the important position of the United States in world trade, American flag ships have played a relatively minor role in the movement of cargoes in overseas trade. With the exception of the six-year period, 1943- 1914-8, American freighters and tankers together have never carried as much as 50 percent of the cargoes moving in the foreign trade of this country, (see Chart 1) and have been a negligible factor in the carriage of commodities between foreign areas. For the 30-year period (excluding 19^1 for which no breakdown is available) United States flag freighters averaged less than ^0 percent of total dry cargo receipts and shipments, while United States flag tankers averaged 51 percent of total inbound and outbound liquid cargoes. During the 1930 decade, participation of American flag ships in the total volume of United States foreign trade declined steadily from approximately 38 percent in 1930, when about 31 million long tons of cargo were carried by United States flag ships, to a low of 22 percent for the year 1939 when only 17 .k million tons, out of a total of nearly 80 million tons, were carried by American ships. Among the many reasons which have been advanced to account for the above situation, the following were deemed most valid: 1. United States flag ships were old, of slow speed and, in general, lacked flexibility for shifting from one trading area to another. 2. Operating costs of United States flag ships were much higher than foreign flag ships. 3. Freight rates often proved unremunerative to United States flag operators, which caused them to lay up their ships. k. Aid granted by foreign governments to encourage replacement of obsolete tonnage with faster, more efficient ships. 5. The low level of economic activity throughout the world. Ships comprising the American Merchant Marine have been and are primarily engaged in regular scheduled services. American flag tramp ships, however, were prosperously employed for a few years following World War I, until low cost foreign competition forced them from the seas. United States flag ships again became active in tramp shipping during the past five years - only because of special circumstances that - 2 - made it profitable for them to engage in this type of service. Among the factors influencing the latter development were: 1. The availability of a huge American merchant fleet in the post war period, built during the war, as opposed to the depleted fleets of European countries after the war. 2. High freight rates. 3. Strong foreign demand for American bulk commodities, especially grains and coal for relief and rehabilitation purposes, financed through United States aid programs and loans. k. Concurrent with point 3, the legal requirement that at least 50 percent of all shipments from the United States resulting from various aid programs and other government assistance to foreign nations must be carried in United States flag ships. It is interesting to note, in this connection, that in the prewar years of 1937 and 1938, for example, total shipments and receipts of dry cargoes moving by ships in United States foreign trade totaled 5k million and kk million long tons, respectively, of which ships in tramp services carried 18 million tons or 33 percent of the total in 1937, and 15 million tons or 3**. percent of the total in 1938. In 1937 United States flag ships were not active in tramp shipping, while in 1938 American flag tramps carried 730,000 tons or about five percent of the tramp cargoes and less than two percent of the total United States overseas trade. On the other hand, the total volume of American ocean-borne foreign trade in the last half of I9V7 and the first half of 19^8 reached about 9^ million long tons, of which tramp cargoes comprised approximately 50 million long tons. United States flag ships engaged in tramp services, however, carried about 27 million long tons or 5^ percent of all tramp cargoes and 28 percent of the total receipts and shipments. By 1951, although total tramp cargoes in American overseas trade had increased to about 66 million long tone, participation by United States flag ships in this service had declined to 39 percent. If the role played by United States flag shipping did not weigh heavily in the movement of cargoes in United States foreign trade during the prewar years, it at least influenced the development and distribution of this commerce. Largely as a result of the Jferchant Marine Act of 1936, regular liner services established by American flag ship operators to overseas competitive markets (where United States trade had formerly been retarded due to inadequate shipping services and from lack of service parity with the principal foreign flag lines) proved especially effective in the promotion of United States foreign trade. Furthermore, the inauguration of new American shipping companies and the expansion of others forced foreign lines to improve their services at United States ports. These factors placed the United States in a better position to compete for overseas markets through the establish- ment of: 1. A larger number of direct line services to numerous foreign ports . 2. Greater regularity and dependability of service. 3. Increased number of sailings at a wider range of American ports, and k. More careful handling and prompt deliveries of cargoes. Cargo Tonnage Movements in United States Foreign Trade Significant trends can be observed in American overseas trade in the 31** year period 1921-1951. Data presented in this report clearly indicate the peaks and valleys of cargo tonnage movements resulting from the economic consequences of two world wars. The upward trend in cargoes moving inbound and outbound in the foreign trade of the United States by merchant ships following World War II, may well be sustained for a longer period of time than that which followed the first World War, due to the various international assistance programs sponsored by this country. As primarily agricultural countries turn to industrial activities to achieve a more balanced economy, and under- developed areas produce more of the raw materials so urgently needed in larger quantities by the industrial nations, the foreign trade of the United States and of other countries should be maintained at high levels. Certain important economic factors, however, such as export and import controls, exchange restrictions, terms of trade, as well as the international economic policies pursued by the United States and foreign governments will necessarily influence the volume and direction of trade. In large measure the fluctuations of cargo movements noted in the tables and charts were due to special conditions that were nonrecurring. For example, in 1926, England experienced a general strike. The pro- duction of coal was especially hard hit and, as a consequence, the United States became a supplier of this commodity not only to England, but our exports to Italy, France, Argentina and Brazil, which were normally sup- plied by England, more than doubled. Whereas, in 1925, United States shipments of coal overseas totaled 3.5 million long tons, of which only 16,000 tons went to England, in 1926, American exports of this commodity rose to 19.2 million long tons of which 10.8 million tons were shipped to the United Kingdom. - k By 1927, conditions were nearly normal and total United States shipments returned to about what they were in 1925 . It should be noted, however, that of the l^.k million long tons increase in dry cargo shipments from the United States in 1926 over 1925, foreign flag ships carried Ik. 5 million tons, while American flag ships carried slightly less than one million tons. National and international economic and political conditions during the 1930 's were influencing factors in special cargo movements that affected United States trade. The great drought in the western part of the Uniced States caused supplies of corn and barley to drop to such an extent that in 1937 imports of these commodities amounted to about l.k million long tons, while under normal conditions only negligible quantities were brought into the country. Conversely, the impact of the rearmament programs of European countries and Japan upon United States overseas trade during prewar years was reflected in the heavy movement of scrap iron and steel which averaged about 3.5 million long tons in 1937 and 1938. The Korean Incident and United States Overseas Commitments Table II indicates that shipments of freighter and tanker cargoes had fallen off sharply by 195° > from the large tonnages required for relief and rehabilitation purposes following the end of World War II. In fact, total shipments in 1950 were only slightly higher than those in 1936, a relatively poor year in American overseas trade. With the advent of the Korean Incident in June 1950, shipments from the United States during the latter part of 1950 and in 1951 rose appreci- ably as a result of increased defense commitments overseas; stepped up requirements for coal and coke by England and Western Europe, whose pro- duction could not keep pace with demand; and the urgent need for foodstuffs in India. In the latter year, for example, shipments totaled 82 million long tons or Vf million tons more than in 1950. Cargoes of coal, grain, sulphur, phosphates and other bulk commodities accounted for almost 70 percent of the total dry cargo movement. Shipments to England in 1951 more than doubled over those in 1950 , tripled to the Mediterranean region, India and Japan, and aLmost quadrupled to Northern European countries outside the Soviet Zone. Ships to handle these cargoes and those required to supply and maintain our military forces in Korea, Japan and other areas, became very scarce. The war-built fleet, laid up at reserve sites, was pressed into service to assist in meeting the heavy demands for shipping space. More than 600 United States Government -owned ships were reactivated by the National Shipping Authority of the Maritime Administration, and operated by American private shipping interests for government account. - 5 - Total receipts of both freighter and tanker cargoes have increased annually since the end of the war from about J+l million long tons in 19^6 to more than 8^ million long tons in 195 1 - 3zi contrast to the huge increase in total shipments from the United States in 195^ over 1950 , total receipts during the same period increased by less than 3 million tons. Tankship Traffic Tanker operations are affected by conditions somewhat different from dry cargo operations. Tank ship movements, however, are an important and integral part of our foreign commerce and must be considered in an overall study and analysis of United States ocean-borne trade. With respect to tanker movements during the years between the two wars, it will be noted from Table I that in the 1920's, from 60 to 75 per- cent of all tanker cargoes moving in United States foreign trade were carried in American flag ships. In 1930? however, the position was reversed and foreign flag tankers were dominant until World War II. While this reversal appears unfavorable, the picture is misleading in that a consider- able number of tankers owned and controlled by United States citizens were operated under foreign flags. Prior to this country's entrance into World War II there were 21k such tankers under foreign flags — 88 under British registry, 60 under Panamanian, and the remaining number under other foreign flags. During the period September 3, 1939 to June 18, 19^1 approximately kO American flag tankers were transferred to the flags of countries friendly to the United States. This action was taken to meet the requirements for additional foreign flag tankers to carry liquid cargoes from the United States due to war area restrictions imposed upon American flag ships. Furthermore, these transfers avoided the withdrawal of an equivalent amount of foreign tanker tonnage which was servicing United States import requirements . A Comparison of Prewar and P o stwar Tanker Activities From 1921 until 1930 - United States flag tanker carryings maintained a fairly constant level. At no time during the 1920 , s did foreign flag tank ship carryings exceed those of American flag tankers in United States foreign trad.e. However, in 1930 and until 19^2 foreign flag tankers dominated the movements of tanker cargoes in the overseas trade of this country. (See Table I) . In the early depression years (1932-1933) more than 25 percent of the world tanker fleet was laid up due to low and almost non-compensatory charter rates. New construction had fallen to the lowest point in many years. By 1936, however, tanker business had recovered to the point where only about 10 percent of the world tanker fleet was idle and new construction - 6 - resumed its normal pace. As evidenced from Table V, tanker cargoes moving in United States foreign trade began to rise steadily from a total of 23 million tons in 1936 to the highest peace time total of over 55 millions of tons in 195 1 - It is apparent that as industrialization increases throughout the world and productive facilities continue to grow, the demand for petroleum products will expand. The demand for tanker tonnage, therefore, is con- tinually increasing. United States requirements from overseas areas have increased appreciably since the end of the war, rising from 21 million long tons in 19^6 to V? million tons in 1951. But, whereas United States flag tankers carried about 75 percent of the total inbound movement in the former year, in 1951 they carried slightly less than 50 percent. The world tanker fleet increased from approximately 17 million dead- weight tons to more than 28 million tons during the period 1939- 1951. Despite this increase, the American fleet in 1951 maintained the same relative tonnage position to the total world fleet (25 percent) which it held in 1939. There was, however, a sharp decrease in the American tanker fleet from 19^6 to 1951 ranging down from about 13 million dead- weight tons in the former year, when this tonnage represented about 55 percent of the world tanker fleet, to 7 million tons by the end of 1951 • Sales and transfers foreign, losses and scrapping accounted for the sharp decrease . During the 1939-1951 period production of petroleum had increased about 75 percent. This sharp rise in production, principally in the Middle East, coincided with the building of larger tankers in the postwar period to carry the increased traffic and subsequent long hauls from the Middle East oil fields to refineries in Europe and the United States. Prior to 1939, when 198 tons of crude petroleum were brought into the United States, no cargoes were received from the Middle East region. Beginning in 19^6, however, receipts at American ports from the latter area totaled 15,000 long tons and by I95I had increased to over five million long tons. While United States flag tanker operations have traditionally been dominant in our import trade (except during 1937-1939 and 19^0) , similar conditions did not obtain with respect to American overseas shipments. In the latter trade, United States flag tankers exceeded foreign flag carryings for one year only (19^4). In addition, United States flag tankers have always carried a much smaller percentage of outbound cargo in relation to total tanker shipments. From Table II it will be noted, however, that American flag tankers are now carrying a greater percentage of United States shipments than in the prewar years — for example , an average of 38 percent during the postwar period as against Ik percent in - 7 the 1930 decade. It is significant that, while American flag tanker cargoes have increased percentagewise over previous years, the total volume of tanker shipments has declined from prewar levels. A study of the factors influencing requirements for petroleum products in the United States indicates that in the foreeeable future tanker receipts will continue to exceed shipments in American overseas trade and undoubtedly will continue to increase. This trend becomes more apparent when it is realized that, as a result of expanding indus- trial and military requirements, American utilization of petroleum pro- ducts is currently estimated at about 60 percent of total world con- sumption, whereas at this time, the United States possesses only about one -third of the world's known petroleum resources. Furthermore, there is strong evidence that consumption in the United States by the end of 1956 may increase by about 20 percent over 1951. June 1952 222179 0—52- OJo / - \ \ y " "V. ^« \ - — v — 1 1 1 1 - ^V 4 * - 1 1 \ " \ \ ) / / ■ \ \ - \ \ \ \ - \ \ y > ) • / / / / / -J \ 1- o 1- „ FOREIGN \y* < 1 A > ) 1 - \ \ \ \ \ fe _ .£ $ ! ?£ 8-0 2 s -g is * | ~ "2 u £ P i • i ^11 ° T3 Ol li- 4- B o> Jt <8 I. "S "~ e i h I 2 E = Is o < cr h- Z C9 ^ o LJ (T o o O >s Ll > o z (/> ■o c o 3 >> E Z k. < in" z 1 o LJ 2 OJ ? 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Beginning with July 1950, shipments of "Special Category" cargoes were excluded, as were shipments to the armed forces abroad for their use and shipments of Department of Defense cpntrolled cargoes under special programs. Source: 1921-1941 - U.S. Shipping Board and U.S. Maritime Commission; 1942-1945 - War Shipping Administration; 1946-1951 - Bureau of Census, Reports FT 973E & FT 9731 (Figures are preliminary). U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION OFFICE OF SUBSIDY AND GOVERNMENT AID DIVISION OF SHIP STATISTICS June 1952 TABLE II CARGO SHIPMENTS FROM TEE UNITED STATES BY FLAG?/ OF SHIP 1921 - 1951 (Excludes Great Lakes cargo and U.S. Army and U.S. Navy cargoi/) (in thousands of long tons) TOTAL CARGO CARRIED ON DRY CARGO SHIPS CARRIED ON TANKERS YEAR United United United Total States Foreign Total States Foreign Total States Foreign 1921 40,835 13,884 26,951 34,855 11,502 23,353 5,980 2,382 3,598 1922 35,504 12,426 23,078 29,064 9,882 19,182 6,440 2,544 3,896 1923 40,713 12,621 28,092 31,225 9,992 21,233 9,488 2,629 6,859 1924 43,683 13,885 29,798 32,626 10,318 22,308 11,057 3,567 7,490 1925 42,924 12,958 29,966 32,556 9,301 23,255 10,368 3,657 6,7H 1926 60,274 14,009 46,265 47,985 10,211 37,774 12,289 3,798 8,491 1927 47,223 14,628 32,595 33,704 10,536 23,168 13,519 4,092 9,427 1928 47,096 14,548 32,548 32,207 10,200 22,007 14,889 4,348 10,541 1929 47,030 14,015 33,015 32,253 10,368 21,885 14,777 3,647 11,130 1930 40,366 11,320 29,046 25,997 8,075 17,922 14,369 3,245 11,124 1931 32,702 8,982 23,720 20,855 6,692 14,163 11,847 2,290 9,557 1932 25,853 6,835 19,018 15,782 5,160 10,622 10,071 1,675 8,396 1933 26,559 6,988 19,571 16,023 5,458 10,565 10,536 1,530 9,006 193 V 29,799 7,477 22,322 18,041 5,896 12,145 11,758 1,581 10,177 1935 30,517 7,071 23,446 18,460 5,882 12,578 12,057 1,189 10,868 1936 31,251 6,917 24,334 17,875 5,312 12,563 13,376 1,605 11,771 1937 43,812 9,074 34,738 25,261 7,353 17,908 18,551 1,721 16,830 1938 44,984 8,487 36,497 23,447 5,496 17,951 21,537 2,991 18,546 1939 46,116. 7,547 38,569 25,649 5,807 19,842 20,467 1,740 18,727 1940 39,845 8,511 31,334 28,482 7,108 21,374 11,363 1,403 9,960 19U1*/ 37,263 2/ 2/ 25,576 2/ 0/ 11,687 2/ fi/ 1942 37,205 14,488 22,717 26,081 10,242 15,839 11,124 4,246 6,878 191*3 42,647 22,591 20,056 27,641 16,221 11,420 15,006 6,370 8,636 1944 49,299 30,359 18,940 28,199 16,485 11,714 21,100 13,874 7,226 1945 55,002 33,687 21,315 36,935 24,707 12,228 18,067 8,980 9,087 1946 62,202 39,196 23,006 50,526 34,072 16,454 11,676 5,124 6,552 1947 92,636 48,737 43,899 80,789 44,241 36,548 11,847 4,496 7,351 1948 56,319 24,130 32,189 47,504 21,431 26,073 8,815 2,699 6,116 19^9 48,272 18,556 29,716 40,794 15,580 25,214 7,478 2,976 4,502 1950 35,303 12,823 22,480 28,888 9,913 18,975 6,415 2,910 3,505 1951 82,256 32,450 49,806 71,125 29,036 42,089 11,131 3,414 7,717 a/ Figures for 1942 through 1945 are by control of ship rather than "by flag. b/ 1941 figures are preliminary. c/ Not available. d/ See footnote d/, Table I for coverage. Source: 1921-1941 - U.S. Shipping Board and U.S. Maritime Commission; 1942-1945 - War Shipping Administration; 1946-1951 - Bureau of Census, Reports FT 973E (Figures are preliminary) U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION OFFICE OF SUBSIDY AND GOVERNMENT AID DIVISION OF -SHIP STATISTICS June 1952 TABLE III CARGO RECEIPTS INTO THE UNITED STATES BY FLAG^/ OF SHIP 1921 - 1951 (Excludes Great Lakes cargo and U.S. Army and U.S. Navy cargc4/) (in thousands of long tons) TOTAL CARGO CARRIED ON DRY CARGO SHIPS CARRIED ON TANKERS YEAR United United United Total States Foreign Total States Foreign Total States Foreign 1921 29,719 20,506 9,213 12,357 5,437 6,920 17,362 15,069 2,293 1922 39,946 23,968 15,978 20,790 7,277 13,513 19,156 16,691 2,465 1923 38,383 19,192 19,191 23,050 7,H*5 15,905 15,333 12,047 3,286 1921+ 36,551 18,657 17,891+ 21,894 7,093 14,801 11*, 657 11,564 3,093 1925 37,686 16,519 21,167 24,903 7,073 17,830 12,783 9,446 3,337 1926 39,932 17,731+ 22,198 27,331 8,084 19,247 12,601 9,650 2,951 1927 36,801* 17,166 19,638 25,361 8,117 17,244 11,443 9,050 2,393 1928 kO,J33 18,886 21,817 26,296 8,098 18,198 14,407 10,788 3,619 1929 45,734 21,1+71 2l+,263 29,067 9,074 19,993 16,667 12,397 4,270 1930 1+1,368 19,51+1+ 21,821+ 25,461 7,756 17,705 15,907 U.,788 4,119 1931 32,626 H+,570 18,056 19,856 5,836 14,020 12,770 8,731* l*,036 1932 26,279 11,532 14,7^7 14,926 1*,133 10,793 11,353 7,399 3,954 1933 24,191 9,863 14. 328 16,507 1*,785 11,722 7,684 5,078 2,606 193^ 26,538 11,078 15,460 18,081 5,447 12,634 8,457 5,631 2,826 1935 30,358 12,626 17,732 21,323 5,789 15,531* 9,035 6,837 2,198 1936 33,617 12,366 21,251 23,931 6,692 17,239 9,686 5,674 4,012 1937 39,158 12,938 26,220 28,783 8,191 20,592 10,375 4,747 5,628 1938 29,613 10,959 18,654 20,624 6,141 14,483 8,989 4,818 4,171 1939 33,629 9,856 23,773 23,567 6,078 17,489 10,062 3,778 6,284 1940 36,117 14,693 21,424 22,560 8,9H* 13,646 13,557 5,779 7,778 1941*/ 1+5,717 2/ 2/ 25,986 2/ 2/ 19,731 2/ 2/ 1942 24,1+58 15,535 8,923 17,727 11,176 6,551 6,731 4,359 2,372 19^3 27,668 22,089 5,579 19,731 15,443 4,288 7,937 6,646 1,291 1944 29,750 23,1+01 6,31*9 18,566 li*,55l 4,015 11,184 8,850 2,334 19^5 35,203 28,01+9 7,151* 19,389 15,225 4,164 15,814 12,824 2,990 19*16 kO,666 27,971 12,695 19,369 11,838 7,531 21,297 16,133 5,164 1947 49,51+1 33,161+ 16,377 25,330 15,026 10,304 24,211 18,138 6,073 1948 57,117 35,657 21,460 29,689 11*, 859 14,830 27,428 20,798 6,630 19U9 65,031+ 35,91*7 29,087 31,039 11,739 19,300 33,995 24,208 9,787 1950 81,913 37,091 44,822 37,192 12,589 24,603 44,721 24,502 20,219 1951 81+, 388 37,526 46,862 39,283 15,190 24,093 45,105 22,336 22,769 a/ Figures for 1942 through 1945 are "by control of ship rather than \>j flag.- b/ 1941 figures are preliminary. c/ Not available. d/ See footnote d/, Tahle I for coverage. Source: 1921-1941 - U.s". Shipping Board and U.S. Maritime Commission; 1942-1945 - War Shipping Administration; 1946-1951 - Bureau of Census, Reports FT 9731 (Figures are preliminary), U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION OFFICE OF SUBSIDY AND GOVERNMENT AID DIVISION OF SHIP STATISTICS June 1952 TABLE IV CARGO SHIPMENTS FROM AND RECEIPTS INTO TEE UNITED STATES BY FLAG OF SHIP JANUARY, 1950 THROUGH DECEMBER, 1951 (Excludes Great Lakes cargo and U.S. Army and U.S. Navy cargoa/) (in thousands of long tons) TOTAL CARGO CARRIED ON DRY CARGO SHIPS CARRIED ON TANKERS YEAR United United United Total States Foreign Total States Foreign Total States Foreign 1950 January 9,218 4,047 5,171 4,787 1,837 2,950 4,431 2,210 2,221 February 7,955 3,727 4,228 4,548 1,948 2,600 3,407 1,779 1,628 March 10,065 4,779 5,286 5,255 2,038 3,217 4,810 2,741 2,069 April 9,518 4,119 5,399 5,010 1,756 3,254 4,508 2,363 2,145 May 9,593 4,115 5,478 5,386 1,771 3,615 4,207 2,344 1,863 June 9,847 4,493 5,354 5,725 2,096 3,629 4,122 2,397 1,725 July 9,099 3,947 5,152 5,221 1,745 3,476 3,878 2,202 1,676 August 9,858 3,934 5,924 5,539 1,722 3,817 4,319 2,212 2,107 September 10,110* 4,035 6,109 6,116 1,924 4,192 4,028 2,111 1,917 October 10,606 4,091 6,515 6,066 1,772 4,294 4,540 2,319 2,221 November 10,282 4,237 6,045 6,063 1,929 4,134 4,219 2,308 1,911 December 11,031 4,390 6,641 6,364 1,964 4,400 4,667 2,426 2,241 1951 January 11,889 4,255 7,634 6,962 2,196 4,766 4,927 2,059 2,868 February 12,300 4,433 7,867 8,032 2,702 5,330 4,268 1,731 2,537 March 13,616 5,168 8,448 9,093 3,188 5,905 4,523 1,980 2,543 April 13,89^ 5,896 7,998 9,260 3,578 5,682 4,634 2,318 2,316 May 14,155 5,705 8,450 9,186 3,393 5,793 4,969 2,312 2,657 June 14,156 6,348 7,808 9,442 3,750 5,692 4,714 2,598 2,116 July- 13,913 5,974 7,939 8,969 3,647 5,322 4,944 2,327 2,617 August 14,977 6,409 8,568 10,177 4,243 5,934 4,800 2,166 2,634 September 14,483 6,260 8,223 9,882 4,244 5,638 4,601 2,016 2,585 October 15,284 6,787 8,497 10,384 4,440 5,944 4,900 2,347 2,553 Hovember 13,901 6,425 7,476 9,454 4,367 5,087 4,447 2,058 2,380 December 14,076 6,316 7,760 9,567 4,478 5,089 4,509 1,838 2,671 a/ See footnote d/, Table I for coverage. Source: Bureau of Census Reports FT973E and FT973I. U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION OFFICE OF SUBSIDY AND GOVERNMENT AH) DIVISION OF SHIP STATISTICS June 1952 TABLE V CARGO SHIPMENTS FROM THE UNITED STATES BY FLAG OF SHIP JANUARY, 1950 THROUGH DECEMBER, 1951 (Excludes Great Lakes cargo and U.S. Army and U.S. Navy cargoi/) (In thousands of long tons) TOTAL CARGO CARRIED ON DRY CARGO SHIPS CARRIED ON TANKERS YEAR United United United Total States Foreign Total States Foreign Total States Foreign 1950 January 2,620 1,062 1,558 2,136 825 1,3H 484 237 247 February 2,701 1,187 1,514 2,113 887 1,226 588 300 288 March 2,975 "•,197 1,778 2,340 917 1,423 635 280 355 April 3,049 1,185 1,864 2,442 925 1,517 607 260 347 May 2,958 1,079 1,879 2,385 788 1,597 573 291 282 June 3,035 1,230 1,805 2,501 1,009 1,492 534 221 313 July 2,573 912 1,661 2,091 691 1,400 482 221 261 August 2,452 794 1,658 2,030 613 1,^17 422 181 241 September 3,046 1,069 1,977 2,576 856 1,720 470 213 257 October 2,948 927 2,021 2,374 683 1,691 57^ 244 330 November 3,179 996 2,183 2,687 793 1,894 492 203 289 December 3,767 1,185 2,582 3,213 926 2,287 554 259 295 1951 January 4,181 l,l4o 3,041 3,626 981 2,645 555 159 396 February 5,076 1,653 3,423 4,631 l,Vf8 3,153 445 175 270 March 6,100 2,209 3,891 5,528 1,928 3,600 572 281 291 April 6,569 2,630 3,939 5,896 2,340 3,556 673 290 383 May 6,851 2,527 4,324 5,931 2,262 3,669 920 265 655 June 6,682 2,705 3,977 5,822 2,318 3,504 860 387 473 July 6,610 2,571 M39 5,442 2,242 3,200 1,168 329 839 August 8,119 3,156 ^,963 6,709 2,802 3,907 1,410 354 1,056 September 8,369 3,^3 4,886 6,911 3,100 3,811 1,458 383 1,075 October 8,128 3,337 4,791 6,958 3,025 3,933 1,170 312 858 November 7,594 3,446 4,148 6,656 3,231 3,^25 938 215 723 December 7,977 3,593 M84 7,015 3,329 3,686 962 264 698 a/ See footnote d/, Table I for coverage. Source: Bureau of Census Reports FT973E. U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION OFFICE OF SUBSIDY AND GOVERNMENT AID DIVISION OF SHIP STATISTICS June 1952 TABLE VI CARGO RECEIPTS INTO TEE UNITED STATES BY FLAG OF SHIP JANUARY, 1950 THROUGH DECEMBER, 1951 (Excludes Great Lakes cargo and U.S. Army and U.S. Navy cargo?/) (In thousands of long tons) TOTAL CARGO CARRIED ON DRY CARGO SHIPS CARRIED ON TANKERS YEAR United United United Total States Foreign Total States Foreign Total States Foreign 1950 January 6,598 2,985 3,613 2,651 1,012 1,639 3,9*+7 1,973 1,97U February 5,25U 2,51+0 2,711* 2,1+35 1,061 1,371* 2,819 1,1*79 1,31*0 March 7,090 3,582 3,508 2,915 1,121 1,791* 1*,175 2,1+61 1,711* April 6,1+69 2,931* 3,535 2,568 831 1,737 3,901 2,103 1,798 May 6,635 3,036 3,599 3,ooi 983 2,018 3,631* 2,053 1,581 June 6,812 3,263 3,51+9 3,221+ 1,087 2,137 3,588 2,176 1,1+12 July 6,526 3,035 3,1+91 3,130 1,051* 2,076 3,396 1,981 1,1*15 August 7,1*06 3,11+0 l*,266 3,509 1,109 2,1*00 3,897 2,031 1,866 September 7,098 2,966 1+,132 3,51*0 1,068 2,1*72 3,558 1,898 1,660 October 7,658 3,161+ l*,l*9l* 3,692 1,089 2,603 3,966 2,075 1,891 November 7,103 3,21+1 3,862 3,376 1,136 2,21*0 3,727 2,105 1,622 December 7,261+ 3,205 i*,059 3,151 1,038 2,113 i*,H3 2,167 1,91*6 1951 1 January 7,708 3,H5 l*,593 3,336 1,215 2,121 l*,372 1,900 2,1*72 February 7,221+ 2,780 1*, 1+1*1+ 3,1*01 1,221+ 2,177 3,823 1,556 2,267 March 7,516 2,959 i+,557 3,565 1,260 2,305 3,951 1,699 2,252 April 7,325 3,266 l*,059 3,361+ 1,238 2,126 3,961 2,028 1,933 May 7,301+ 3,178 l+,L26 3,255 1,131 2,121* l*,0l*9 2,01+7 2,002 June 7,W 3,61+3 3,831 3,620 1,1+32 2,188 3,851* 2,211 1,61*3 July 7,303 3,^03 3,900 3,527 1,1*05 2,122 3,776 1,998 1,778 August 6,858 3,253 3,605 3,1*68 1,1*1+1 2,027 3,390 1,812 1,578 September 6,111+ 2,777 3,337 2,971 1,11+1+ 1,827 3,H*3 1,633 1,510 October 7,156 3,1*50 3,706 3,1*26 1,1*15 2,011 3,730 2,035 1,695 November 6,307 2,979 3,328 2,798 1,136 1,662 3,509 1,81+3 1,666 December 6,099 2,723 3,376 2,552 1,11*9 1,1*03 3,51*7 1,571* 1,973 a/ See footnote d/, Table I for coverage. Source: Bureau of Census Reports PT973I, U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION OFFICE OF SUBSIDY AND GOVERNMENT AID DIVISION OF SHIP STATISTICS June 1952 & U. S. GOVERNMENT PRINTING OFFICE : 0—1952 ""■Bwr A0000715L5117