Commerce Through Los Angeles Harbor 1923 PREPARED BY / THE RESEARCH DEPARTMENT The First NationalBank of Los Angeles Pacific* Southwest SAVINGS Bank First Securities Company IN CO-OPERATION WITH THE COLLEGE OF COMMERCE AND BUSINESS ADMINISTRATION, UNIVERSITY OF SOUTHERN CALIFORNIABuilding an Empire -the Pacific-Southwest THE “Pacific-Southwest” is an empire. Within its economic boundaries are practically every mineral and power resource, broad livestock ranges and the most diversified agricultural production to be found anywhere. It is more nearly sufficient unto itself than any other district in the world. The Pacific-Southwest inter-community banking system, with branches in California cities from Fresno south, is serving this territory. It is striving to assist the co-ordination of industries and resources, natural and financial, to bring about a more rapid and better development of each component part of the great area. While providing its communities with every advantage of large metropolitan banking service, each branch has retained its local stockholders and management, thus keeping an intimate, sympathetic understanding of the needs of the locality it serves. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest sSFings Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities CompanyPREPARED UNDER SUPERVISION OF COMMITTEE COMPOSED OF ROCKWELL D. HUNT, Chairman DEAN, COLLEGE OF COMMERCE AND BUSINESS ADMINISTRATION, UNIVERSITY OF SOUTHERN CALIFORNIA E. H. TUCKER, Secretary DIRECTOR OF RESEARCH, THE FIRST NATIONAL BANK OF LOS ANGELES, PACIFIC-SOUTHWEST TRUST & SAVINGS BANK, FIRST SECURITIES COMPANY GEORGE J. EBERLE PROFESSOR OF STATISTICS, UNIVERSITY OF SOUTHERN CALIFORNIA D. M. REYNOLDS JUNIOR VICE-PRESIDENT, THE FIRST NATIONAL BANK OF LOS ANGELES MAYNARD McFIE MANAGER, McFIE SUPPLY COMPANY, FORMER PRESIDENT LOS ANGELES CHAMBER OF COMMERCEPacific-Southwest Trust & Savings 5ANK Identical in ownership with The First National Bank of Los Angeles, and the First Securities Company, serves this territory with a comprehensive banking service 23’In the Land of Cotton •the Pacific-Southwest THE cotton district of the Pacific-Southwest includes the Imperial Valley in California and Mexico, Arizona, and some acreage in the San Joaquin Valley. It is estimated that cotton production from this territory will this year exceed 200,000 bales. This is about 25,000 bales over the 1922 crop, which was valued at approximately $20,000,000.00. The Pacific-Southwest is probably the world’s greatest potential cotton producing area. The yield per acre is from twice to four times that of the old cotton belt in the south. Pest cannot asail our crops. Superior man power is available. We have the advantages of cheap transportation through Los Angeles Harbor to the consuming centers of New England, Europe and the Orient. This Bank is proud of the part it has had in the development of the cotton industry in the Pacific-Southwest. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Bxcific-Southwest sJwiNGS Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities Company 4INDEX FOREWORD ................................. Pages 7- 8 COMMERCE THROUGH LOS ANGELES HARBOR.........Pages 9-13 General Summary Vessels Entering the Port Classes of Commodities FOREIGN TRADE...............................Pages 14-15 DOMESTIC COMMERCE...........................Pages 16-21 Inbound vs. Outbound Iron, Steel and Other Metal Products General Merchandise Food Products Paper and Paper Products Hardware, Machinery and Electrical Goods Other Commodities LUMBER ...........................................Page 22 PETROLEUM AND PETROLEUM PRODUCTS..................Page 23 CONCLUSION .......................................Page 25 TABLES Summary of Commerce Through Los Angeles Harbor....Page 26 Domestic Commerce, 1922, Values and Tonnage.......Page 27 Domestic Commerce, 1921, Values and Tonnage.......Page 28 Shipping Through Los Angeles Harbor, 1919-1922—Types and Nationality of Vessels........................Page 29 Foreign Commerce Through Los Angeles Harbor, 1920-1922— Imports and Exports by Countries..............Page 30INDEX TO CHARTS Page I Foreign and Domestic Commerce, 1920-1922, Tonnage....... 31 II Foreign and Domestic Commerce, 1920-1922, Value........ 32 III General Comparisons, 1921-1922.............................. 33 IV General Comparisons, 1921-1922............................... 34 V Value and Tonnage of Commerce, by Fiscal Years, 1916-1922................................................ 35 VI Character of Vessels, Number of Arrivals, 1919-1922............ 36 VII Character of Vessels, Tonnage of Arrivals, 1919-1922........... 37 VIII Character of Vessels, Number of Arrivals, Annu- ally, 1919-1922 .......................................... 38 IX Character of Vessels, Net Tonnage of Arrivals, Annually, 1919-1922 ...................................... 39 X Number of Arrivals, Nationality of Vessels, 1919-1922..... 40 XI Tonnage of Arrivals, Nationality of Vessels, 1919-1922..... 41 XII Foreign Trade, 1921-1922, by Geographical Areas............ 42 XIII Total Foreign Trade, 1921-1922, by Countries................... 43 XIV Value of Imports, by Countries, 1921-1922...................... 44 XV Value of Exports, by Countries, 1921-1922...................... 45 XVI Total Domestic Tonnage, 1922, Classification of Commodities .............................................. 46 XVII Iron, Steel, and Other Metal Products, 1922, Classified....... 47 XVIII General Merchandise, 1922, Classified.......................................... 48 XIX Food Products, 1922, Classified................................ 49 XX Paper Products, 1922, Classified............................... 50 XXI Hardware, Mechanical Appliances, Machinery and Electrical Goods, 1922, Classified........................ 51 XXII Chemicals, 1922, classified.................................... 52 XXIII Dry Goods, Clothing and Textiles, 1922, Classified............. 53 XXIV Cotton, Wool and Vegetable Fibers, 1922, Classified............ 54 XXV Lumber Products, 1922, Classified.............................. 55 XXVI Petroleum Products, 1922, Classified........................... 56 6FOREWORD The following survey of commerce through Los Angeles Harbor during 1922 is the second analysis from figures prepared by students of the College of Commerce and Business Administration of the University of Southern California in co-operation with the Research Department of the First National Bank of Los Angeles, the Pacific-Southwest Trust and Savings Bank and the First Securities Company. The statistical analyses have been prepared from the records of the Los Angeles Harbor Commission by the students as part of their University work at the offices of the Research Department. While a report of this kind must necessarily cover only the more general data, more detailed information is available upon application to the Research Department of the First National Bank of Los Angeles, the Pacific-Southwest Trust and Savings Bank and the First Securities Company in cases where this information would assist in the further development of the commerce of the port. It is regrettable that these data are not available for publication at an earlier date, but the late date at which the Harbor Commission records are published, coupled with the large amount of clerical work necessary in the preparation of the analyses, has made it physically impossible to present the information earlier. The main purpose of these reports is to furnish a general historical picture of the trend of business through the port during the past year. While the present summary will deal primarily with commerce during 1922, it will necessarily use the business of past years for comparative purposes. A limited number of copies of the first pamphlet are still available for those desiring more detailed information with regard to the commerce of the harbor during 1920 and 1921, the first two years in which this business assumed any considerable proportions. Because of the greater ease of presentation of statistical material graphic charts have been relied upon as far as possible. In the case of the charts of domestic commerce percentages have been used to show the relative relation of each sub-classification to others of the same class, the total in each case equaling 100 per cent of the next higher classification. For example, in the case of food stuffs, lemons show as 52 per cent of citrus fruits, which in turn account for 61 per cent of the shipments of fruits and nuts, which total 4.4 per cent of all iood products, which, by reference to the general summary chart, are 20.6 per cent of all domestic commerce exclusive of lumber and petroleum, this commerce totaling 13.1 per cent of all domestic tonnage. In this way the relative rank of each commodity to others of a similar type and to the total can be easily ascertained. In the case of each sub-classification the colored parts of the circle shown with each commodity would, if combined, make a complete circle of 100 per cent. Grateful acknowledgment is hereby given to members of the faculty and the students of the University of Southern California, whose co-operation has made this report possible. Acknowledgment is also given to the Los Angeles Harbor Commission, whose assistance 78 FOREWORD through making records available to this department, has made possible the study on the number, character and nationality of vessels arriving at the port. This report of vessels entering the port is the first one ever prepared in this manner, and is the result of many months arduous labor, it having been necessary to list each arrival by name from Harbor Commission records, and then ascertain its registry, character, and tonnage from other records. As there were 12,729 arrivals during the four years analyzed, an idea of the enormity of the task undertaken by the students may be secured. No attempt has been made to present anything more than a statistical picture of the actual trend of commodity movement through the port, the interpretation of the meaning of the various trends shown being a matter which would unduly lengthen the report. It is hoped that the mere statistical presentation is sufficient to give a picture of the importance of Los Angeles Harbor to the economic life of the Pacific-Southwest. E. H. TUCKER Director of Research The First National Bank of Los Angeles, Pacific-Southwest Trust and Savings Bank, First Securities CompanyCOMMERCE THRU LOS ANGELES HARBOR GENERAL SUMMARY The increasing importance of Los Angeles Harbor to the economic life of the Pacific-Southwest is well illustrated by the fact that the total commerce passing through the port increased from approximately 4,864,000 tons in 1921 to 10,093,275 tons in 1922, and that the value of commodities involved in this commerce increased from $210,000,000 in the earlier year to $396,006,202 in 1922, increases of 105 and 88 per cent respectively. No small part of the failure of values to increase in proportion to tonnage was due to the heavy shipments of proportionately low valued crude and fuel oil during 1922. From present indications the total commerce during 1923 will exceed 25,000,000 tons. Evidence of the importance of this harbor is found in the fact that cargoes emanating from or destined to Los Angeles are now paying more than half of the total Panama Canal tolls and that the monthly tonnage of deep water cargo passing through Los Angeles Harbor is now exceeding that for New York during 1921. No small part of the increased tonnage was due to temporary peculiarities of the local economic situation and consequently it would be unsafe to assume that this increase was permanent or that a proportionately rapid development could be anticipated in the future without a very careful analysis of the character of goods passing through the port. This is illustrated by the fact that while the domestic commerce increased from 4,220,151 tons in 1921, approximately 85 per cent of the total commerce passing through the port, to 8,962,998 tons in 1922, approximately 89 per cent of the total, an increase of in excess of 110 per cent in total volume of commodities moved in domestic trade, the foreign commerce increased only from 642,021 tons to 976,800 tons, an increase of approximately 50 per cent, or at a rate less than one-half as rapid as the increase in domestic commerce. The Hawaiian and Alaskan commerce totaled 153,477 tons in 1922 as compared with only a nominal movement in 1921. It is also necessary to realize that no small part of the expansion in domestic commerce was due to the very abnormal petroleum situation, the shipments of petroleum and petroleum products in the domestic trade having increased from 2,864,000 tons to 6,004,000 tons, or from 64 per cent of total domestic tonnage to 77 per cent. During the same period while shipments of lumber rose from 1,012,000 tons to 1,787,000 tons proportionately they decreased from 24 per cent to 23 per cent of total domestic tonnage. Shipments of other commodities in domestic trade increased from 525,000 tons to 1,172,000 tons, remaining practically stationary in proportion of total domestic tonnage at about 13 per cent. In other words, while total domestic tonnage increased 112 per cent during the year petroleum tonnage increased 150 per cent; lumber tonnage 77 per cent; and other domestic tonnage 120 per cent. The fact that the domestic tonnage in commodities other than lumber and petroleum was able to maintain almost as rapid a rate of increase as the commerce in petroleum products, and that it totaled in — 9 —10 GEWERAL SUMMARY excess of 1,000,000 tons for the first time in the history of the port, is evidence of the real expansion in the business of the port. Further evidence of the changing trend of the commerce of the port, requiring careful analysis to determine upon its future potentialities, is found in the fact that the coast-to-coast business, which totaled approximately 333,000 tons in 1921, or 31 per cent of the total domestic commerce, increased to 1,190,409 tons in 1922, but amounted to only a little more than 13 per cent of the total domestic business in the latter year. The coastwise commerce, on the other hand, while not increasing proportionately as rapidly as the coast-to-coast business, increased from 3,887,000 tons to 7,772,589 tons, an increase of more than 100 per cent, and from 55 per cent of the total domestic business to 87 per cent. The fact that the movement of petroleum products in coastwise trade totaled 5,608,003 tons in 1922 as compared with 396,528 tons in coast-to-coast tonnage, and 2,633,000 tons in coastwise business in 1921, indicates the reason for the heavy expansion in coastwise business and also refutes the claim often made that the major portion of the petroleum passing Los Angeles Harbor is destined for intercoastal movement. Such factors as these indicate the reason for the necessity of a careful survey of the actual movement of commodities through the port. This report is prepared for the purpose of providing a picture of the amount and character of shipping actually passing through the harbor in the hopes of providing such a survey. While it cannot hope to present the details, they are available to interested parties at the offices of the Research Department of the First National Bank of Los Angeles, Pacific-Southwest Trust and Savings Bank and First Securities Company. Vessels Entering the Port Attention at the present moment is focused upon the physical facilities which will be required for the handling of the business passing through the port. For that reason the first survey of the number, character and nationality of vessels entering Los Angeles Harbor has been undertaken. It covers the four years from 1919 to 1922 inclusive, the commerce prior to 1919 being in negligible quantities. The extent of the growth of business is illustrated by the fact that the number of vessels entering Los Angeles Harbor increased from 2337, with a net tonnage of 2,320,805 in 1919, to 4136, with a net tonnage of 8,443,612 in 1922, increases of 82 and 266 per cent respectively. The proportionately more rapid increase in tonnage is evidence of the increasing commercial importance of the harbor and of the increase in the size of the average vessel entering the harbor. As might naturally be expected this increase has been confined almost exclusively to oil burning vessels of large tonnage, there having been an actual decrease in sailing vessels and in coal burners, although the tonnage even of these boats has increased. The most startling fact revealed by this analysis has been that the number of oil-buming steamers increased from 933, with a net displacement of 1,334,722 tons, in 1919, to 2900, with a net displacement of 6,702,205 tons, in 1922, over 70 per cent of the vessels entering theGENERAL SUMMARY 11 port during the latter year being oil burners, as compared with only approximately 40 per cent in 1919. At the same time the tonnage of oil-burning vessels increased from slightly less than 50 per cent of the tonnage of all vessels entering the port to approximately 80 per cent. That this has been a steady increase is evidenced by the fact that the number of oil burners jumped from 933 in 1919 to 1649 in 1920, to 2039 in 1921 and to 2900 in 1922. The net tonnage increased at the same time from 1,334,722 in 1919, to 2,651,720 in 1920, to 4,233,413 in 1921 and to 6,720,205 in 1922. The number of coal-burning steamers, on the other hand, jumped from 1206 with 839,236 net tons in 1919 to 1236 with 906,222 tons in 1920, and dropped to 820 with 890,499 tons in 1921 and 839 with 1,092,618 tons in 1922. In all types of vessels there has been a steady increase in the size of average boat; in the case of sailing vessels from approximately 500 tons in 1919 to in excess of 1100 tons in 1922; in the case of motor ships from less than 400 tons in the earlier year to in excess of 2200 tons in the latter year; in the case of oil-burning steamers from slightly in excess of 1100 tons in 1919 to 3400 tons in 1922; in the case of coal-burning steamers from approximately 700 tons to 1300 tons; and in the case of all vessels entering the port from less than 1000 tons to in excess of 2000 tons. That this movement was steady and spread throughout the entire four years, without any particularly noticeable jump at any particular time, is evidenced by the figures of monthly arrivals throughout the entire four years. As was to be expected, because of the great preponderance of domestic business the vessels flying the United States flag far outnumbered those of all other flags, although there has been an increasing number of foreign vessels entering the harbor, as evidenced by the fact that during 1919, 2260 vessels out of 2337 entering the port, flew the American flag, while in 1920, 3031 out of 3120, in 1921, 2943 out of 3136, and in 1922, 3752 out of 4136 were under American registry. American tonnage has increased in proportion to the increase in number of vessels, totaling 2,101,067 tons in 1919, 3,506,772 tons in 1920, 4,783,252 tons in 1921, and 7,314,758 tons in 1922. Aside from American vessels those of Great Britain were the most frequent callers at the harbor; with Norway second in 1922, but with Japan second for the entire period and third in 1922; with Holland fourth in both 1921 and 1922; with France fifth; Sweden sixth in 1922 and seventh in 1921; and Denmark seventh in 1922 and sixth in 1921. The number of English vessels entering the port increased steadily year by year, from 31 with 99,566 net tons in 1919 to 132 vessels with 433,21.5 net tons in 1922. The number of Japanese vessels entering the port was 8 in 1919, 16 in 1920, 40 in 1921 and 30 in 1922, the tonnage the last two years being 177,979 and 155,108 net tons respectively. The number of Norwegian vessels in 1922 was 49 with net tonnage of 153,589, slightly less than the Japanese tonnage. The increase in Norwegian vessels was, however, more noticeable than the decrease in Japanese vessels, as evidenced by the fact that in 1921 there were only 16 Norwegian vessels with 56,612 tons which entered Los Angeles Har12 GENERAL SUMMARY bor. Vessels of other nationalities entering the port during 1922 consisted of 21 boats with 95,414 tons from Holland, 13 with 28,595 tons under French registry; 10 vessels with net tonnage of 36,141 from Sweden and 6 Danish vessels with net tonnage of 22,366. In addition there were 114 vessels of 204,426 tons from countries which sent five or less vessels to the port in 1922. This compares with only one foreign vessel of 2398 tons other than those from Great Britain, France, Japan, Norway and Denmark which entered the port in 1919. This steady expansion in the number of foreign vessels and the number of countries represented in the registry of these vessels is evidence of the solid groundwork upon which the expansion in the foreign trade of the harbor is being built. Classes of Commodities The commerce through the harbor normally falls into three major divisions, consisting of foreign commerce, coastwise commerce, and coast-to-coast commerce, the latter two being subdivisions of domestic commerce. There is evidence that a fourth classification of domestic commerce with the Pacific Ocean island possessions of the United States will be necessary shortly, but in 1922 this business was not sufficiently important to justify a separate classification. Of these classifications the most important from a tonnage standpoint is the coastwise commerce. Second in importance today is the coast-to-coast commerce, and third is the foreign commerce. In 1921 the foreign commerce ranked second to the coastwise commerce, exceeding coast-to-coast commerce by approximately 290,000 tons. In 1922 the coast-to-coast movement exceeded the foreign movement by approximately 215,000 tons. The relative importance of the three groups of commerce and their changes between 1921 and 1922 is illustrated by the following table: 1921 1922 Domestic coastwise .......... 3,886,872 tons 7,772,589 tons Domestic coast-to-coast...... 333,277 tons 1,190,409 tons Foreign ....................... 642,021 tons 976,802 tons Of the 1922 domestic commerce 2,769,796 tons were inbound and 6,193,202 tons were outbound, with 2,089,763 tons of the coastwise inbound and 5,682,826 tons outbound, and 680,033 tons of the coast-to-coast inbound and 510,376 tons outbound. Of the foreign, 240,307 tons were inbound and 736,493 tons were outbound. Equally as important as the size of the cargoes is their value. The total value of all commerce passing through the port in 1922 was $396,006,202. Of this, $354,778,349 represented domestic commerce exclusive of Alaskan and Hawaiian commerce, and $35,701,936 foreign commerce. Of the domestic $170,762,711 consisted of coastwise trade and $184,015,638 coast-to-coast. In other words, while only about one-seventh as large from a tonnage standpoint the coast-to-coast movement exceeded the coastwise movement from a value standpoint during 1922, whereas in 1921 the coastwise movement was valued at in excess of $114,000,000, and the coast-to-coast movement at only $65,000,000. The total coast-to-coast movement during 1922 was valued at more than $4,000,000 in excess of the total domestic movement in 1921, both coastGENERAL SUMMARY 13 wise and coast-to-coast movement exceeding the combined movement cf 1920 from a value standpoint, the coastwise commerce being valued at $9,400,000 ,and the coast-to-coast commerce at $21,800,000 in excess of the total 1920 domestic commerce. From a value standpoint the foreign trade approached nearest to a balance in 1922 with imports totaling $16,850,155 and exports $18,-851,781. Coastwise trade was second with inbound cargoes valued at $87,358,534 and outbound cargoes valued at $83,404,177. There was little semblance of balance in the intercoastal business from the standpoint of value, for the inbound commerce was valued at $159,188,288 and the outbound at $24,827,350. It is necessary in analyzing the business of the port to divide it by character of commodities as well as by classes of commerce. The two great commodities of lumber and petroleum are necessarily one-way commodities; lumber being principally an item of import and petroleum an item of export. Obviously a balance of tonnage movement cannot be anticipated between these commodities or for the port as a whole when they are included. However, after excluding the inbound lumber and outbound petroleum movement, it is found that the commerce of the port, while by no means equal, approaches nearer to a balance; for example, the inbound coastwise movement, exclusive of lumber, totaling approximately 296,000 tons, and the outbound coastwise movement, exclusive of petroleum, totaling approximately 135,000 tons. The factors contributing to these various phenomena will be variously analyzed in the following sections of this report.FOREIGN TRADE The foreign commerce through Los Angeles Harbor increased from 642,021 tons, valued at $29,408,493 in 1921 to 976,800 tons, valued at $35,701,936 in 1922. Imports increased from 191,502 tons, valued at $12,005,020 to 240,307 tons, valued at $16,850,155. Exports increased from 450,519 tons, valued at $17,403,473 to 736,493 tons, valued at $18,851,781. In 1922 this trade was distributed among seven major geographical areas, which in order of importance were as follows: 1. —Northwestern Europe. 2. —Asia, Australasia and Oceania. 3. —Japan. 4. —Canada. 5. —Mexico and Central America. 6. —South America. 7. —Mediterranean, Balkan countries and Africa. The most interesting change in the foreign trade during 1922 as compared with 1921 lies in the fact that the trade with Asia, Australasia and Oceania dropped from first place to second place in rank; that with Japan from second to third; that with Northwestern Europe increasing from third to first. The relative change in the Asiatic trade is attributable both to a decrease in the export of oil well and other machinery destined for British India, of petroleum for New Zealand and of canned fish for the Philippines, and to the remarkable increase in exports to Northwestern Europe. In spite of the decrease in exports to the Orient there was a marked increase in imports, caused largely by large receipts of crude rubber from the Straits Settlements and oil seeds and dried eggs from China. The commerce with Northwestern Europe amounted to only about one-fourth of the foreign trade of the harbor in 1921 as compared with in excess of one-third in 1922. This was due largely to the fact that exports to this section increased $4,000,000. Of this increase approximately $3,000,000 was to Great Britain alone, in the form of canned fruits and honey. A 50 per cent increase in raw cotton shipments to Great Britain and a substantial borax trade also developed in 1922. In addition, both Belgium and France took important quantities of raw cotton. Total trade with Canada also increased to some extent, an increase of about $1,000,000 being attributable to fuel oil and a doubling in citrus fruit shipments. Mexico and Central America remained practically the same. Imports from this area increased a trifle, exports falling off. Exports to Mexico in particular showed a decrease of about 65 per cent under 1921, or from $1,500,000 to $560,000. Total trade with South America remained about the same, exports falling off to one-third of 1921 figures. Exports of fuel oil to Chile decreased 80 per cent. A large decrease occurred in shipments of machinery and petroleum products to Colombia. Imports from South America showed a marked increase. This was largely due to an increase in shipments from Brazil of coffee, fertilizer and dried blood. Argentine showed a 50 per cent increase in dried blood shipments as 14 —FOREIGN TRADE 15 well as in other fertilizers. Shipments of nitrate of soda from Chile increased about five times over 1921. Colombia coffee shipments also contributed to the increase. The Mediterranean and Balkan countries remained last in rank and, as was the case in 1921, were relatively of little importance. Although small in proportion to total domestic tonnage, the foreign trade came within 194,769 tons or 16.6 per cent of the total domestic general cargo business, exclusive of lumber and petroleum, and represented trade with sixty-four countries, amounting to more than $1,000,000 each, in the case of eleven. Those countries with which trade exceeded $2,500,000 were, in order of importance: England, Canada, Japan and China. The first eleven countries represented 80 per cent of the foreign trade from the standpoint of value. It is interesting to note that well in excess of 50 per cent of the total foreign trade of the port in 1922 was with the British Empire. Some idea of the diversity of this trade may be gained from a casual study of the commodities involved. In the export trade are found such items as the various petroleum products, iron and steel manufactures, chemicals, raw cotton, canned fruits, oil cake meals, clay, seeds, drugs, cement, confectionery, canned fish, automobiles, wearing apparel, citrus fruits, honey, beans and breadstuffs. Among the lengthy list of imports are such articles as newsprint, wood pulp, fertilizer, silk, bamboo, earthenware, porcelain, linoleum, flax and hemp manufactures, window plate and cylinder glass, pig iron, steel ingots, precious stones, crude rubber, copra, spices, coffee, tea, kapoc, sugar, cacao, wool, sheep hides, cigars, rugs, shellac, mica, cutlery, toys, paints and varnishes, nitrate of soda, lentils, olive oil, currants, cigarettes, etc. To attempt to furnish data of the relative importance of items from a value standpoint with reference to point of origin or destination would prove tediously analytical. To those interested in the source of imports and destination of exports reference is made to the previous report dealing with commerce through Los Angeles Harbor during 1921, the trade having changed very little as far as the character of commodities entering trade with various countries is concerned. Due to unsatisfactory reports, it is impossible to analyze the tonnage movement of commodities in foreign trade or the tonnage movement from and to foreign countries in a manner comparable with the analysis of domestic trade. The data given should be sufficient, however, to establish an idea of the wide diversity of the foreign trade passing through Los Angeles Harbor, to indicate that it is steadily becoming of increasing importance to the business community of the Pacific-Southwest; and to illustrate the growing economic interdependence of various sections of the world.DOMESTIC COMMERCE Because of the great preponderance of the domestic trade of the port it has been found desirable to limit the major portion of the detailed analyses to the domestic field. By study of the accompanying graphs it is possible to determine those items which loom in the greatest bulk from a tonnage standpoint in the domestic trade. Because of the great preponderance of petroleum and lumber products, which account for 86.9 per cent of the domestic commerce, it has been found desirable to place these two commodities in separate classifications and to consider the balance of the trade after excluding these two preponderant items. To those unacquainted with the economic situation in the Pacific-Southwest it is only fair to explain that due to the rapid and enormous development of the new petroleum fields in the area contiguous to Los Angeles Harbor at Santa Fe Springs, Long Beach and Huntington Beach, it has been found necessary to export enormous quantities of petroleum both because of the inability of local markets to consume either the crude or finished product and because of lack of storage space for the enormous production. Within the year of 1922 Los Angeles Harbor became the greatest petroleum exporting harbor of the world, due to the peculiar and possibly temporary local situation. Whether the enormous exports of petroleum and its products will continue as these new fields reach a period of stable production is still problematic and is one of the serious problems facing the community in the development of its port to take care of the long time requirements of the Pacific-Southwest. Lumber looms large as it always has, because the heavy construction program existing in this territory calls for a very heavy importation of lumber and lumber products. Most of this lumber comes from the Pacific-Northwest, where it is produced close to water, and the cheaper ocean freight rates and steady and enormous construction programs in Southern California have been factors which have made Los Angeles Harbor the largest lumber importing harbor in the world. But in spite of these two items, the port is of sufficient importance in connection with other items of the domestic trade of the Pacific-Southwest to justify careful consideration of the general cargo items. This is evidenced by the fact that such items totaled 1,171,569 tons in 1922 as compared with 524,278 tons in 1921. There is reason to believe that in 1923 this general cargo trade will exceed 100,000 tons a month, or in excess of 3000 tons a day. That is equivalent to an average freight train of more than 100 cars a day. Because of this it has been found desirable to divide the items of general commerce into eight classifications, which, together with the — 16 —DOMESTIC COMMERCE 17 tonnage involved in each classification and its per cent to the total of domestic commerce, exclusive of lumber and petroleum, is as follows: Tons Per Cent of Domestic Tonnage (exclusive of lumber and petroleum) 1. Iron, Steel and other Metal Products 402,537 34.5 2. General Merchandise 252,590 21.6 3. Food Products 241,275 20.6 4. Paper Products 104,306 8.9 5. Hardware, Machinery and Electrical Goods 103,901 8.8 6. Chemicals 40,867 3.5 7. Dry Goods, Clothing and Textiles 19,596 1.6 8. Cotton, Wool and Vegetable Fibers 6,497 0.5 1,171,569 100.0 The item of general merchandise looms larger in the bulk than might be desired, but this is due both to the fact that there are a large number of miscellaneous items which can be classified only as general merchandise and to the fact that reports of the Los Angeles Harbor Commission do not give sufficient detail with regard to many items to permit the classification of some commodities which might otherwise appear in other places. Inbound vs. Outbound The outstanding feature of this domestic commerce from the standpoint of volume of goods moved is the fact that the inbound movement continues to materially exceed the outbound, evidence both of the fact that the development of this territory is calling for an increasing amount of commodities for local consumption and that the people of the Pacific-Southwest have not yet taken full advantage of the possibilities of water shipments on locally produced commodities destined for consumption in other parts of the country. In 1921 the inbound coastwise traffic, exclusive of lumber, amounted to 109,567 tons as compared with 305,860 tons in 1922. The outbound coastwise movement, exclusive of petroleum, increased from 39,946 tons in 1921 to 83,096 tons in 1922. The inbound coast-to-coast movement, exclusive of lumber and petroleum, totaled 222,625 tons in 1921 as compared with 675,604 tons in 1922, while the outbound coast-to-coast movement, exclusive of petroleum, increased from 59,126 tons in 1921 to 116,706 tons in 1922. In the coast-to-coast commerce the unbalanced state of the trade with the heavy preponderance of inbound movement is made possible by the fact that Los Angeles Harbor is the first port of call for vessels plying from the Atlantic to the Pacific and that after discharging cargo at this harbor it is possible for these vessels to receive return cargo from other ports to the north of Los Angeles. In the coastwise trade there is a considerable proportion of passenger traffic which makes up somewhat for the lack of balance between the imports and exports. The surprising fact is that the great pre-18 DOMESTIC COMMERCE ponderance of inbound over outbound food stuffs is the principal factor unbalancing the coastwise trade. The conspicuous increase in inbound coast-to-coast commerce, amounting to about 215 per cent, is due to an increased tonnage in all commodities, ranking in importance of increase as iron and steel products, hardware, machinery, electrical goods, general merchandise, dry goods, paper products and chemicals. It is interesting to note that the outbound coastwise commerce which was second in rate of increase and which in 1921 was about equal to the inbound coast-to-coast movement now is less than one-fifth of that commerce. The increase in inbound coastwise trade is due primarily to a gain in food products and general merchandise. The individual classifications of commodities are worthy of somewhat careful consideration. It is impossible in a report of this kind to attempt to give in any detail the picture of the individual commodities entering this domestic trade, but where such information would be of value it is possible to secure, upon application to the Research Department, the detailed monthly segregation of several hundred commodities by the four classifications of inbound and outbound coastwise and inbound and outbound coast-to-coast. The principal items of interest with regard to each of the major classifications will be discussed in the following sections. Iron, Steel and Other Metal Products During 1922 metal products increased from third to first place. Total commerce in these commodities amounted to 402,537 tons in 1922 as compared with 112,899 tons in 1921, the principal trade coming in the inbound coast-to-coast commerce, which increased from 98,344 tons to 347,097 tons with an increase in value from $13,845,056 to $42,301,764 The other movement in these commodities was comparatively negligible, inbound coastwise movement ranking second, outbound coastwise third and outbound coast-to-coast fourth. In 1922 inbound coast-to-coast iron movement was the most important metal movement, amounting to 234,146 tons, valued at $28,795,251. This compares with 53,786 tons, valued at $6,348,685 in 1921. Of this iron movement iron pipe was by far the most predominant and consisted in no small measure in pipe destined for the oil wells. The importations of iron pipe from the Atlantic Coast increased from 38,177 tons, valued at $4,570,240, in 1921 to 162,404 tons, valued at $19,551,250, in 1922. Next in importance were iron pipe fittings, the coast-to-coast importations of which increased from 1,028 tons in 1921 to 14,901 tons in 1922. During the same time the importation of pig iron increased from 4,999 tons to 13,335 tons; of iron bolts and nuts from 1,282 tons to 4,988 tons; of iron nails from 1,442 to 4,114 tons; of galvanized iron from 1105 to 2992 tons, and of iron forgings from 6697 to 2160 tons. Next in importance to iron in this classification were steel importations, increasing from 38,581 tons, valued at $3,500,715, in 1921, tot 119,116 tons, valued at $10,044,324, in 1922. Of this total steel plates was the most important item, increasing from 14,301 tons to 37,793DOMESTIC COMMERCE 19 tons; with structural steel second, increasing from 4,787 to 23,694 tons; steel sheets third, increasing from 12,639 to 16,246 tons; steel beams fourth, increasing from 1,988 to 6,999 tons; steel bars fifth, increasing from 1,893 to 6,521 tons; and steel angles sixth, increasing from 1,586 to 4’777 tons. Next in importance was tin, the importations of which increased from 5,546 tons, valued at $2,033,391, in 1921 to 20,605 tons, valued at $4,233,858 in 1922. Lead was next in importance, being a negligible item of 414 tons. The inbound coastwise movement of lead materially exceeded the coast-to-coast movement and totaled 3,939 tons. This increase in importations of metal products may be attributed primarily to the oil well and construction activities of this territory. These heavy items of trade lend themselves most readily to water transportation in large vessels with the lower water freight rates. It is interesting to note the interdependence of commerce as exemplified by the trade in these items, no small part of the petroleum exports being made possible by the importation of iron pipes, etc., for use in the drilling of oil wells. It is also possible to reason that the importations of metals being used for structural work may assist in the expansion of production which will eventually help in the equalizing of inbound and outbound trade of the port. General Merchandise General merchandise increased from fourth place to second place during the year, the heaviest movement being in inbound coast-to-coast trade, which increased from 77,131 tons to 96,258 tons. Next in importance was inbound coastwise trade which increased from 43,719 tons in 1921 to 88,871 tons in 1922. The outbound coast-to-coast movement amounted to less than one-third of the inbound, and the outbound coastwise movement to less than one-half of the inbound. In each of these four classifications the merchandise not otherwise specified, consisted of unclassified items in bulk shipments, ranked as the most important sub-division of general merchandise. Other items entering this classification of relative importance were soap, perfumery and toilet preparations, totaling 12,809 tons, valued at in excess of $3,600,000, of which 5628 tons were inbound coast-to-mast and 4187 tons inbound coastwise and 2492 tons outbound coastwise and 502 tons outbound coast-to-coast; medicine and drugs totaling 3407, valued in excess of $700,000, of which 2153 tons were inbound coastwise and 1083 outbound coast-to-coast; washing powder 3970 tons, of which 1943 tons were inbound coast-to-coast and 343 outbound coastwise; paints and varnishes 7279 tons, of which 5506 tons were inbound coast-to-coast and 1533 outbound coastwise; construction materials 21,541 tons, valued at approximately $2,000,000, of which 9258 tons were inbound coast-to-coast and 7593 tons outbound coast-to-coast; 2665 tons inbound coastwise and 2025 tons outbound coastwise; and household goods, valued at $5,000,000, of 13,564 tons, in excess of 90 per cent of which was inbound, 9796 being from the Atlantic Coast and 2371 tons coastwise. In view of the cement shortage which has developed during 1923 it is interesting to note that 12,950 tons of20 DOMESTIC COMMERCE cement passed through the harbor in 1922, 6619 tons of this being outbound coast-to-coast and 3158 tons outbound coastwise. Food Products Third in importance in 1922 and accounting for 241,275 tons were food products. In 1921 this classification was first, with 185,082 tons. The value of food products passing through the harbor increased from $29,622,367 in 1921 to $38,310,540 in 1922. Of this the largest classification was inbound coastwise, which increased from 115,207 tons, valued at $16,478,507 in 1921 to 132,533 tons, with a value of $18,357,461 in 1922. Next in importance was the outbound coast-to-coast movement, which increased from 40,552 tons, with a value of $7,643,930 in 1921 to 52,397 tons, worth $9,426,228 in 1922. Third in importance was the inbound coast-to-coast movement, which increased from 15,593 tons, valued at $3,258,740, in 1921, to 37,948 tons, valued at $7,076,738 in 1922. The outbound coastwise accounted for the difference. The most important commodities in foodstuffs consisted of canned goods and totaled 66,567 tons, valued at in excess of $12,000,000, an increase from 37,959 tons, valued at $6,800,000, in 1921. The relative importance of the various classifications of this movement is illustrated by the fact that the outbound coast-to-coast consisted of 27,361 tons; the inbound coastwise movement of 18,431 tons; the inbound coast-to-coast 16,905 tons and the outbound coastwise movement 5254 tons. The most important item in canned goods consisted of canned fruits and preserves of 19,195 tons, of which 10,225 tons, or more than 50 per cent, were outbound coast-to-coast. Next in importance was canned fish, totaling 12,904 tons, of which 9044 tons were outbound coast-to-coast. The second major classification in foodstuffs consisted of fish, totaling 34,567 tons, of which 33,742 tons were inbound coastwise fresh fish. Vegetables accounted for 14,157 tons, of which 11,859 tons were outbound coast-to-coast and 13,891 tons dried vegetables; all of the outbound coast-to-coast movement being dried vegetables. Fruits and nuts accounted for 10,673 tons, of which 5946 tons were outbound coastwise and 2031 inbound coastwise, and 1986 outbound coast-to-coast. The most important item in fruits and nuts consisted of citrus fruits, totaling 6524 tons, of which 5202 were outbound coastwise and 1305 outbound coast-to-coast. In addition, flour, practically all of which was inbound coastwise, accounted for 34,926 tons; sugar, most of which was inbound coastwise, accounted for 35,064 tons; and coffee, most of which was in the same classification, 4057 tons. Other items involved in food products were largely miscellaneous. Paper and Paper Products Fourth in importance are paper and paper products, consisting of 104,306 tons, valued at $27,468,434. The major portion of this movement was inbound, 4170 tons being inbound coast-to-coast and 38,813 tons inbound coastwise. This compares with a total of 38,161 tons in 1921, of which 6550 were inbound coast-to-coast and 29,811 inboundDOMESTIC COMMERCE 21 coastwise. In other words, the coast-to-coast inbound movement which amounted to only a little more than one-fifth of the inbound coastwise movement in 1921 exceeded the coastwise movement in 1922. The major portion of this paper consisted of news print, which totaled 36,611 tons in 1922, valued at $4,096,000 as compared with 19,323 tons, valued at $4,060,000 in 1921. Of this 26,286 tons were inbound coastwise and 9774 tons inbound coast-to-coast in 1922 as compared with 19,084 and 148 tons respectively in 1921. Next in importance was book and printing paper, which totaled 15,557 tons, valued at $9,352,000 in 1922, as compared with 4798 tons, valued at $1,821,000 in 1921. Of this approximately two-thirds, or 10,282 tons, was imported from the Atlantic seaboard. Wrapping paper accounted for 4566 tons, valued in excess of $1,000,000. This trade was mostly inbound and split about evenly between coastwise and coast-to-coast. Paper bags accounted for 2874 tons, valued at $969,000. It is particularly interesting to note that such small items as wrapping paper and paper bags could result in a commerce exceeding 7400 tons, with a value in excess of $2,000,000 within a period of one year, evidence of the cost of handling commodities even after they are ready for consumption. Hardware, Machinery and Electrical Goods Commerce in hardware, machinery and electrical goods more than tripled during the year, increasing from 37,356 tons in 1921 to 103,901 tons in 1922. The most important movement was inbound coast-to-coast in the form of finished commodities from eastern manufacturing centers, totaling 93,714 tons, valued at $43,135,684 in 1922, as compared with 30,374 tons, valued at $13,579,620 in 1921. First in importance was hardware, consisting of 29,435 tons, valued in excess of $15,000,000 in 1922, as compared with 3805 tons, valued at $4,000,000, in 1921. Most of this movement was inbound coast-to-coast. Next in importance was wire products, totaling 21,625 tons in 1922, as compared with 15,361 tons in 1921, with nails being the most important item in this classification. Third in importance was electrical goods, totaling 12,583 tons, the biggest single item of which was 5162 tons of copper wire, practically all of which was imported from the Atlantic seaboard. Of the miscellaneous household supplies of 18,087 tons, 14,128 tons, valued at $7,-109,000, consisted of plumbing supplies. All but 536 tons of this were imported from the Atlantic seaboard. It is interesting to note that 5380 tons, valued at $1,883,000, consisted of bath tubs. Other Commodities The trade in chemicals, dry goods, clothing, textiles, cotton, wool and vegetable fibers is too small to warrant their consideration under a separate classification, amounting only to 5.6 per cent of the domestic commerce of the port, exclusive of lumber and petroleum. The largest single item is chemicals, which increased from 24,350 tons in 1921 to 40,867 tons in 1922. Approximately half of this business was outbound coast-to-coast and a little less than a half outbound coastwise. The22 DOMESTIC COMMERCE most important chemical was borax, of which 14,790 tons were exported, all but 409 tons being destined for the Atlantic seaboard. Next in importance was soda, there being 14,700 tons handled through the port, 13,711 tons being imported from the Atlantic seaboard—the trade in soda and borax practically balancing each other. In the case of dry goods, clothing and textiles the total commerce in 1922 consisted of 19,596 tons, valued at $18,901,350, as compared with 10,335 tons, valued at $10,724,350 in 1921. Of this trade, approximately 80 per cent, or 17,962 tons, consisted of inbound coast-to-coast traffic. The most important item was cotton goods, totaling 6639 tons; followed by linoleum and oil cloth of 5005 tons; general dry goods, 3175 tons; carpets and rugs, 2438 tons; and wearing apparel, 1538 tons. The commerce in cotton, wool and vegetable fibers totaled 6497 tons, a decrease from 6647 tons in 1921. The heaviest movement was outbound coast-to-coast totaling 6222 tons. Cotton was the one item of importance, consisting of 5233 tons, of which 4621 tons were outbound coast-to-coast. Lumber The remaining items of importance in the commerce of the harbor were lumber and petroleum. Unfortunately existing statistical data does not segregate lumber shipments in such a manner as to permit a comprehensive analysis of the lumber movement. It may be said in general, however, that the major portion of this movement consists of inbound coastwise cargo in the form of lumber originating in the Pacific Northwest and destined for consumption in the building trades in Southern California. The year 1922 was the largest year on record in the importation of this lumber, although by the first of August, 1923, this commerce had exceeded the entire total for 1922. The total domestic movement of lumber through the port in domestic trade in 1922 consisted of 1,786,895 tons, valued at $29,563,379. This compares with 1,012,617 tons, valued at $17,049,742, in 1921. Reduced to board feet this represents approximately 1,075,000,000 board feet of lumber passing through the harbor in 1922, as compared with 600,000,000 in 1921. With the exception of 2992 tons, or approximately 1,800,000 board feet, all of this lumber was inbound coastwise. Of this, 1,479,746 tons, or approximately 890,000,000 board feet, was classified in the reports merely as lumber not otherwise specified. This was valued at $23,707,000 and compares with 871,638 tons, or approximately 525,000,000 board feet, valued at $14,007,000, in 1921. Next in importance to this unclassified lumber were timbers, totaling 112,052 tons, valued at $1,812,000, in 1922, as compared with 36,740 tons, valued at $995,000, in 1921. This movement was exclusively inbound coastwise. Next in importance were laths, totaling 72,978 tons, valued at $1,610,000, in 1922, as compared with 33,512 tons, valued at $701,000, in 1921. With the exception of 24 tons in 1922 this was exclusively inbound coastwise. Next in importance were ties, totaling 72,365 tons in 1922, as compared with 41,851 tons in 1921. These were followed by shingles,DOMESTIC COMMERCE 23 coastwise importations of which increased from 11,882 tons in 1921 to 23,231 tons in 1922; and poles, importations of which increased from 16,615 tons in 1921 to 17,638 tons in 1922. The problem of handling these enormous importations of lumber is largely taken care of by the fact that most of this commodity comes in over private docks in the Inner Harbor and the lumber yards are gradually being moved from deep water. There is a more or less serious shipping problem due to the fact that since the lumber schooners must return to the Pacific Northwest in ballast, dread of an attempt on the part of lumber carriers to secure return cargo which might cause a shipping war, which would be an unstabilizing influence in the trade, has been evident in times past. Petroleum and Petroleum Products The domestic shipments of petroleum and petroleum products accounted for approximately 60 per cent of the total commerce of the harbor during 1922, or 77 per cent of the domestic commerce, totaling 6,004,534 tons. Reduced to barrels this would amount to between 39,000,000 and 40,000,000 barrels of petroleum and petroleum products. Naturally this movement is almost exclusively outbound, consisting to a great degree of petroleum produced in the new fields of Southern California. The value of this petroleum is placed at $70,261,482, amounting to only about one-fifth of the value of commodities passing through the port in domestic trade, so that from a value standpoint petroleum does not loom nearly so important as it does from a tonnage standpoint. The reason for this lies in the fact that in excess of 90 per cent of this petroleum consists of fuel oil or crude petroleum. There is reason to question the official reported segregation between fuel oil and crude petroleum, but the official reports indicate that out of the total, 4,123,448 tons, or 68.6 per cent, of the petroleum movement was fuel oil and 1,418,855 tons, or 23.6 per cent, was crude oil. Although it is impossible to go behind the official reports unofficial figures indicate that a true picture would probably place a much larger proportion of these shipments in the crude petroleum classification and a smaller shipment in the fuel oil classification. The important thing, however, is the fact that the refined petroleum products account for only 7.8 per cent of the domestic petroleum shipment. Approximately 60 per cent of these refined shipments are in the form of gasoline, 268,231 tons of which were exported from the harbor in domestic trade in 1922. The balance of this trade consisted of 66,025 tons of distillate; 62,325 of tops; 41,266 tons of kerosene; 20,870 tons of diesel oil and 3,681 tons of lubricating oil, together with 33 tons of miscellaneous products. There seems to be a general belief that a very heavy proportion of these shipments have been destined for the Atlantic seaboard. In reality, however, only 393,670 tons were exported in the coast-to-coast movement. This amounted to slightly more than 6 per cent of the total domestic petroleum movement. A total of 5,599,730 tons were exported in the coastwise trade, the balance being the inbound move24 DOMESTIC COMMERCE ment; the most important inbound item being 5,197 tons of crude oil coming from contiguous communities in Southern California- It is interesting to note, also, that there were 2,577 tons of lubricating oil imported from the Atlantic seaboard. This importation is due largely to the fetish with regard to the superiority of eastern motor oils. Of the fuel oil movement, if the Harbor Commission records as to the segregation between fuel oil and crude oil may be accepted, 3,861-, 359 tons was export movement destined for other Pacific Coast ports and 256,892 tons was export movement destined for the Atlantic Coast. Of the crude oil 1,301,108 tons was outbound coastwise and 117,711 tons outbound coast-to-coast. Of the gasoline all but 86 tons was outbound coastwise, and of the kerosene all but 316 tons was outbound coastwise; of the distillate all but 4,739 tons was outbound coastwise; 4,693 tons of the balance being outbound coast-to-coast. The petroleum movement through the harbor has reflected clearly the increased productivity of the new Southern California oil fields, expanding from a low monthly movement in April, of 3,239,662 tons, to a high in September of 9,287,101 tons. After dropping off in October it began io increase and totaled 9,225,188 in December. Prior to 1922 the monthly record of petroleum shipments, established in August of 1921, totaled 4,812,294 tons. During 1923 there were only four months in which the monthly peak of 1922 was not reached. Following May there was not a month in which the 1922 peak was not exceeded by more than 1,000,000 tons. How long this petroleum movement will continue and to what extent harbor facilities should be constructed to handle it at the expense of facilities for other commodities, is a real problem requiring serious study.CONCLUSION Such, in brief, is the statistical picture of the commerce passing through Los Angeles Harbor during 1922. It has not been the attempt of this pamphlet to present a running story of potentialities of the port or to draw conclusions from the trends shown, but rather to attempt to show in concise manner of what the commerce of the port consisted. However, the picture here given should be sufficient to indicate the manner in which the commerce of Los Angeles Harbor is expanding and to furnish proof of the fact that the key to the economic development of the Pacific Southwest in the future lies in the harbor. There are many indications that the commerce of the port is just in its infancy and that with proper development of the physical facilities the port will come to be recognized as the most important single factor in the economic life of this great western empire. 25 —26 HARBOR COMMERCE SUMMARY OF COMMERCE THRU LOS ANGELES HARBOR TONNAGE Coast-to-coast (outbound) 510,376 43.0% Coast-to-coast (inbound) 680,033 57.0% Total 1,190,409 13.5% Coastwise (outbound) 5,682,826 73.0% Coastwise (inbound) 2,089,763 27.0% Total 7,772,589 86.5% Total domestic—Outbound 6,193,202 69.1% Inbound 2,769,796 30.9% Total 8,962,998 89.0% Alaskan and Hawaiian 153,477 1.5% Imports 240,307 24.3% Expoits 736,493 75.7% Total 976,800 9.5% Total Los Angeles Harbor Tonnage VALUE 10,093,275 100.0% Domestic— Coast-to-coast (outbound) $ 24,827,350 13.5% Coast-to-coast (inbound) 159,188,288 86.5% 1 otal 8184,015,638 52.0% Coastwise (outbound) 83,404,177 49.0% Coastwise (inbound) 87,358,534 51.0% Total $170,762,711 48.0% Total domestic (outbound) 108,231 527 30.5% 69.5% (inbound) 246,546,822 Total $354,778,349 89.5% Alaskan and Hawaiian 5,525,917 1.5% Foreign— Imports $ 16,850,155 47.0% Exports 18,851,781 53.0% Total 35,701,936 9.0% Total value commerce through Los Angeles Harbor $396,006,202 100.0%HARBOR COMMERCE 27 DOMESTIC COMMERCE THRU LOS ANGELES HARBOR VALUE AND TONNAGE, 1922 FOOD PRODUCTS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 132,533 37,948 18,397 52,397 241,275 Value 18,357,461 7,076,738 3,450,113 9,426,228 38,310,540 IRON, STEEL, LEAD, TIN AND OTHER METAL PRODUCTS Inbound Inbound Outbound Outbound Coastwise Ooast-to-Coast Coastwise Coast-to-Coast TOTAL Tons 23,490 362,532 12,024 4,491 402,537 Value 2,704,621 42,301,764 1,402,052 587,990 46,996,427 MACHINERY, HARDWARE AND ELECTRICAL GOODS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 5,765 93,714 2,868 1,554 103,901 Value 2,982,423 43,135,684 1,953,796 964,010 49,035,913 GENERAL MERCHANDISE Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 87,487 94,181 40,395 30,527 252,590 Value 22,130,406 28,413,512 9,485,490 3,001,550 63,030,958 DRY GOODS, CLOTHING AND TEXTILES Inbound Inbound Outbound Outbound Coastwise Coast-to-Coast Coastwise Coast-to-Coast TOTAL Tons 848 17,962 420 366 19,596 Value 1,001,133 16,674,100 596,900 629,217 18,901,350 LUMBER Inbound Inbound Outbound Outbound Coastwise Coast-to-Coast Coastwise Coast-to-Coast TOTAL Tons 1,783,903 1,571 1,421 1,786,895 Value 29,392,264 145,338 25,977 29,563,379 PAPER PRODUCTS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 45,134 49,651 6,749 2,772 104,306 Value... 9,339,828 16,535,862 1,426,681 166,063 27,468,434 PETROLEUM PRODUCTS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL 8.273 2,858 5,599,730 393,670 6,004,534 Value 951.954 320,746 64,978,393 4,010,389 70,261,482 WOOL AND COTTON Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 185 350 110 5,852 6,497 Value... 92,493 161,277 66,695 2,543,905 2,864,370 CHEMICALS Tons Value Inbound Coastwise 2,145 405,951 Inbound Coast-to-Coast 19,266 4,423,267 Outbound Coastwise 712 18,080 Outbound Coast-to-Coast 18,744 3,497,998 TOTAL 40,867 8,345,296 Inbound Outbound Outbound Coastwise Coast-to-Coast Coastwise Coast-to-Coast TOTAL Total Tons 2.089.763 680,033 5,682,826 510,376 8,962,998 Total Value 87,358,534 159,188,288 83,404,177 24,827,350 354,778,34928 HARBOR COMMERCE DOMESTIC COMMERCE THRU LOS ANGELES HARBOR VALUE AND TONNAGE, 1921 FOOD PRODUCTS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 115,207 15,593 3,258,740 13,788 2,866,020 40,552 7,643,930 185,140 30,247,197 Value.... ...._ 16,478,507 IRON, STEEL, LEAD, TIN AND OTHER METAL PRODUCTS Coastwise Coast-to-Coast Coastwise Coast-to-Coast TOTAL Tons 10,308 98,344 11,978,776 2,525 326,305 147 111,324 14,649,896 Value _ 2,325,555 19,260 MACHINERY, HARDWARE AND ELECTRICAL GOODS ’ Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 4,169 30,374 13,579,620 2,355 1,606,930 458 37,356 18,406,590 Value 3,031,740 188,300 GENERAL MERCHANDISE Inbound Inbound Outbound Outbound Coastwise Coast-to-Coast Coastwise Coast-to-Coast TOTAL Tons 43,719 77,131 17,150 9,342 147,342 Value... 14,135,405 11,703,496 4,360,321 1,440,899 31,640,121 DRY GOODS, CLOTHING AND TEXTILES Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 1,197 8,325 708 105 10,335 Value... - 1,852,650 7,259,810 1,509,650 102,140 10,724,250 LUMBER Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 1,010,661 781 1,175 1,012,617 Value 16,990,404 40,040 19,298 17,049,742 PAPER PRODUCTS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons _ 29,811 6,550 1,618 182 38,161 Value 8.,479,025 2,161,405 359,470 16,084 11,015,984 PETROLEUM PRODUCTS Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Tons 16,515 11,163 2,616,698 39 589 9. RR9 Value 238,636 244,623 40,232,849 723,'758 41,439,866 WOOL AND COTTON Tons Inbound Coastwise 295 Inbound Coast-to-Coast 48 33,500 Outbound Coastwise 107 72,200 Outbound Coast-to-Coast 6,178 4,002,150 TOTAL 6,628 4,280,570 Value 172,720 CHEMICALS Tons Value Inbound Coastwise 1,197 141,485 Inbound Coast-to-Coast 15,906 1,161,827 Outbound Coastwise 583 57,730 Outbound Coast-to-Coast 6,664 1,169,650 TOTAL 24,350 2,530,692 Inbound Coastwise Inbound Coast-to-Coast Outbound Coastwise Outbound Coast-to-Coast TOTAL Total Tons ... 1,233,079 264,215 2,656,707 103,210 4,257,211 Total Value . 63,846,127 51,421,837 51,410,773 15,306,171 181,984,908HARBOR COMMERCE 29 SHIPPING THROUGH LOS ANGELES HARBOR 1919 — 1922 TYPES OF VESSELS No. Net Tons No. Net Tons No. Net Tons No. Net Tons Sailing __ 99 51,599 42 15 851 20 25 045 §2 02 407 Motor ships ... .._ 45 19,441 81 76.009 140 159,735 142 318.773 Oil burning.... __ 933 1,334.722 1.649 2,651 720 2 039 4 233 413 2 900 6 720 205 Coal burning ....1,206 839,236 1,236 906,222 820 890,499 839 1,092,618 Other craft..... 54 75,807 112 123,473 107 105,106 173 219,519 Total ....2,337 2,320,805 3,120 3,773,275 3,136 5,414,698 4,136 8,443,612 NATIONALITY OF VESSELS No. Net Tons No. Net Tons No. Net Tons No. -1922 Net Tons United States....2,262 2,101,067 3,031 3,506,772 2,943 4,783.252 3,752 7,314,758 Great Britain.... 31 99,566 47 148,692 61 171,790 132 433,215 France 19 35,144 8 14,017 9 8,852 13 28,595 Japan 8 46,188 16 74,267 40 177,979 39 155,108 Norway 14 28,825 6 7,125 16 56,512 49 153,589 Holland 3 13,608 19 87,075 21 95,414 Denmark 2 7,617 7 26,157 6 22,366 Sweden 2 5,690 6 19,329 10 36,141 All Others 1 2,398 7 3,104 35 83.752 114 204,426 Total 2,337 2,320,805 3,120 3,773,275 3,136 5,414,698 4,136 8,443,61230 HARBOR COMMERCE FOREIGN COMMERCE THROUGH LOS ANGELES HARBOR 1920 — COUNTRIES IMPORTS EXPORTS Canada $ 1,851,539 $ 1,782,590 19 IMPORTS $ 3,174,850 11 EXPORTS $ 752,202 191 IMPORTS $ 3,178.023 >2 EXPORTS $ 1,887,329 Mexico 545.133 1,533,005 677,588 1,515,337 530.205 560.659 Guatemala 83,212 118,890 93,528 22,129 206,320 23,242 Honduras 3,7G9 243,822 Nicaragua 25,438 22G.848 66,671 22,155 32,002 40,844 31,071 16,650 Salvador 4.200 381,030 5,870 48.44S 232,515 38.251 C .’a Rica 20.773 101,455 33.248 29,910 10.021 7,563 Panama 152,675 103,341 10,040 47,386 102,719 845.024 Ecuador 22,819 131,757 21,270 21,487 72,809 36.803 Co'u-nhia 57,3G0 174,242 155,050 86,875 217.199 44,822 10 Venezuela Peru 2GG.244 553 41,523 1.054 21,508 PrnTil 19.560 425,031 236 744,196 980 Bolivia 47,867 Chile 323.708 294,451 3.227 3,940 1.739 50,047 840.131 292,7SG 193,458 290,017 17.508 450,002 121,229 90,589 1,070 61,114 1,564 Chiba and West Indies • 118,044 47,148 31,997 40,511 35,459 21 British West Indies T i-i.l ar» rl 12 710 40.258 125 72,424 2,395 Scotland 108.953 1.871 143,017 38,833 86,950 129,411 England 711.308 3,200.505 1,018,382 2,188,486 1.659,958 5,937,994 4,572 56,000 Portugal 59,772 341.899 42,771 7,078 Spain p;.,,,,.,, 8.171 0,59.3 98,292 712.738 540.054 855,509 1.451 1,390,160 141.841 128,204 33,028 382,601 06.800 398,093 283.238 752.075 522.107 33,062 174.344 50,915 41.185 Sweden 41,877 5,850 190,894 35,894 133,439 23.498 302,052 3,192 326.12G 12,035 jroorway 17,934 160 52.548 1,198 3,694 200 28,214 260 15,056 870 500 58,759 Czucho-Slovakia z.jio 34 5,436 1,239 Poland 3,500 Rumania 525 Bulgaria 83,573 222,201 3,705 Italy A Persia ...A Tiwi-ov .. GOG 357 2,267 73,768 24.459 800 48,704 440,103 86,042 25.843 19,887 4,557 1,309 Siam 5,109 307,309 2 2.068 French Indo-China China 1,023,078 372,083 2,162,714 4S8.450 2.047,673 51,790 200,787 95,401 5,265 British East Indies Put'-h T.ulip- 283.157 07,399 38.423 33,114 12,440 771.948 70,870 1,440.838 157,356 Phllinnine Inlands 204.970 1,398.235 369,296 643,166 1.090,687 775.642 512.072 2,449,764 1,235,056 5,809,476 1.008,077 3.132,943 Knreu -' 0,4 ' 15.048 20.290 186 27,922 1.. 68 23,482 442 12,323 22,353 New Zealand G,792 770,185 5,892 927,994 1,822 62,878 37,515 Hawaiian Islands Hongkong 49,480 749,032 , 116,120 2,715 8.410 84 686,301 196,565 901.769 British East Africa •••••■ Oceania 684 4,721 29,079 34 3,845 ; 1,720 1,911 1.527 5G6 170 French Africa 205 923 85.047 Russia and Siberia 2,615 34.903 6.224 1,100 Trinidad 207 5,382 Azores - •• 17,214 280 3,056 17,437 Greece 18,194 500 Finland 2 Malta 15,582 2,453 Canal Zone 3,131 Sumatra 20 4,470 French East Indies 103,064 228.238 Java 1.950 Morocco 732 Palestine 416 22,899 Manchuria Tntql $ 7.074.403 $15,705,900 $12,005,020 $17,403,473 $16,850,155 $1S 851.78132 CHART HCHART HI 8334 CHART IVCHART V 3536 CHART VICHART VII 3138 CHART VinCHART IX 3940 CHART XCHART XI 4142 CHART XIICHART XIII 4344 CHART XIVCHART XV 4546 CHART XVICHART XVII 47CHART XVIII49 CHART XIX50 CHART XXCHART XXI 5152 CHART XXIICHART XXIII 5354 CHART XXIVCHART XXY 5556 CHART XXVICOMMODITIES ENTERING CLASSIFICATIONS OF COMMERCE THRU LOS ANGELES HARBOR Food Products Apricot kernels, baking powder, beans, butter, canned goods, cheese, chocolate, chewing gum, coconuts, coffee, cotton seed oil, candy and confectionery, dried fruit ,eggs, fish, flavoring extracts, flour, fruit, groceries, honey, jams and jellies, lard ,lard substitutes, liquors n. o. s., liquors alcoholic, malt, mineral water, nuts—edible, oleo-margerine ,olives, olive oil, peanuts, pickles, potatoes, rice ,sauce—table, sausage casings, soda bicarbonate, sugar, spice, syrup, tapioca, tea, vegetable oil, vegetables—dried, vegetables—fresh, vinegar. Iron, Steel, and Other Metal Products Boilers and parts, brass, copper, iron, lead, lead pipe, metals, solder, steel, tin, tin manufactures, tin oxide, tin plate, zinc. Hardware, Machinery and Electrical Goods Agricultural implements, ammunition, autos, auto accessories, baby carriages, bath tubs, batteries, brass goods, copper wire, electrical goods, gas logs, gas stoves, hardware, lawnmowers, motorcycles, plumbing supplies, radiators, refrigerators, machinery, washboards, washing machines, water meters, wringers ,wire and wire products, vehicles. General Merchandise Asbestos fibre, asphalt, auto tires and tubes, borax, bottle caps, brick, cattle, cement, cotton seed meal, charcoal, chinaware, coal and coke, cork, clay, crockery, drugs, dog biscuits, earthenware, enamelware ,felt, fibre, films, fish cake, barrels, empty drums, etc., furniture, glass n. o. s., glassware, glue, infusorial earth, hay, horses, household goods, leather, linseed oil, lithophone, livestock n. o. s., marble, matches, meal and mill feed, merchandise n. o. s., moss, musical instruments, oakum, pitch, paint, photo goods, poultry food, roofing, rope, rosin, rubber (crude), rubber hose, seeds, starch, stone, tallow, tents, tile, shoe blacking, stove polish, slate, shells, ship chandlery, tobacco, turpentine, washing powder, varnish, tar, talc, celite. (Continued on page 60) 5T59Dry Goods, Clothing, Textiles Bags and burlap, carpets and rugs, clothing, cotton goods, cotton waste, dry goods, leather goods, notions, linoleum, oil cloth, rags, rubber goods, shoes, perfumery, soap, silk, silk manufactures, suspenders and garters, surgical dressings, toilet supplies, toys, twine, woolen goods, woolen yam. Lumber and Wood Products Excelsior, wood pulp, woodenware, lumber, hardwood and cabinet woods. Paper, Paper Products Books, ink, paper, paper products and paste. Petroleum Products Grease, oil, oil tops, crude oil, fuel oil, gasoline, kerosene, etc. Cotton, Wool and Vegetable Fibers Wool, cotton—raw, flax, hemp, kapoc. Chemicals Acid, borax, lime, soda nitrate, bicarbonate of soda, caustic, cyanide, etc., ammonia, calcium carbide. GOWhere'Black GoldVlows in the Pacific-Southwest THE Pacific-Southwest is producing 28% of the world’s supply of petroleum. Production in this district has far exceeded the demands of the Pacific Coast and consequently large quantities are being shipped to Eastern and Gulf ports through the Panama Canal, and to various other parts of the world. Los Angeles Harbor, leading the world in the exportation of petroleum, set a new weekly record of 3,175,000 barrels in July. Since the first of this year the average daily production in the Pacific-Southwest has increased by 330,000 barrels and is now exceeding 886,000 barrels per day. The value to the producer at the field of the crude oil output in this territory during the first six months of 1923 was more than $107,000,000.00. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest SAVINGS Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities Company 61The Growing of Walnuts in the Pacific-Southwest WALNUT TREES are thought to have been brought to California by the Mission Fathers, but plantings were not extensive until after 1849—the year of the gold rush. This industry has grown rapidly. The Pacific-Southwest is now producing 97% of this nation’s crop. Last year’s production was valued at $11,500,000. The present bearing acreage is 56,810, confined almost entirely to four counties—Orange, Los Angeles, Santa Barbara and Ventura. There are at present 13,770 nonbearing acres. Plantings continue. The industry’s co-operative marketing organization, the California Walnut Growers’ Association, handled four-fifths of last year’s crop. Through the co-operative features of its inter-community system and the local management and understanding in each of the localities served, the Pacific-Southwest Trust & Savings Bank has been able to render an unusually broad and constructive service to the agricultural producers of the Pacific-Southwest. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest SAVINGS Bank Identical in Ownership ivith The First National Bank of Los Angeles and the First Securities CompanyOranges and Lemons from the Pacific-Southwest ORANGES were first set out in California for commercial purposes in 1841; lemons, not until about 1875. In 1922, the Pacific-Southwest produced 56% of the total orange crop, and 98% of the total lemon crop of the United States, at a total combined value of $70,000,000. Of these crops, 73% were handled by the California Fruit Growers Exchange, the industry’s cooperative marketing organization. Prior to this organization citrus growing was a hazardous enterprise, but since 1885, when the growers organized a body which later became the Exchange, the industry has been on a stable basis. As cooperation in marketing has made for the success of this industry, so cooperation between banks under the Pacific-South-i west inter-community system has made possible a broader, more comprehensive financial service for this entire territory. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest SAVINGS Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities Company 63From the Orchards of the Pacific~Southwest THE broad valleys and sloping hillsides of the Pacific-Southwest are covered with orchards which yield an abundance of fruit of every description. From the 215,000 acres of deciduous fruits in this territory there came last year crops with a total farm value of more than $16,000,000.00. The estimated value of the individual crops included in this acreage was: Peaches, $7,550,000; apricots, $3,250,-000; apples, $2,100,000; prunes, $930,000; figs, $850,000; pears, $625,000; olives, $350,000; cherries, $281,000; plums, $210,000. The activities of the Pacific-Southwest are diverse. Production, movement and marketing of crops extends throughout the) year. The Pacific-Southwest Bank through its inter-community system, operating in thirty-six California cities from Fresno south, has been able to create a continuous circle of bank credits, which brings about an elasticity resulting in a vastly increased financial' service to each community and the Pacific-Southwest as a whole. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest Swings Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities Company 64Raisins o' the Sun from the Pacific Southwest SINCE the beginnings of civilization the raisin has been famed as a delectable and nourishing food. Once only a seasonal delicacy, it is now used everywhere the year round. The raisin industry has made rapid strides in the Pacific-Southwest. Sixty per cent of the world’s supply is now produced here. In 1912, the cooperative organization of the growers was formed and handled 24,512 tons, bringing $1,500,000.90. Last year the Sun Maid Raisin Growers, composed of 14,000 vineyardists—90% of all in the United States—handled 180,000 tons, a crop valued at $37,980,000.00. Through its inter-community system, this Bank has been able to materially assist the financing and recent re-financing of the raisin growers, and is rendering to the entire Pacific-Southwest a type of service quite impossible were its member banks operating individually. Central Office: Sixth and Spring Streets, Los Angeles ■Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest SAVINGS Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities CompanyThe Great Gateway of the Pacific~ Southwest LOS ANGELES HARBOR is an inestimable asset to the entire Pacific-Southwest. Last year it had commerce to the extent of 10,100,000 tons and served fifty-nine foreign countries. It is at present second only to New York in inter-coastal trade and the monthly tonnage handled averages 2,500,000. It leads the world in the export of petroleum and the import of lumber. The Harbor is broadening the agricultural markets of the district and is largely responsible for the industrial expansion now taking place. The Pacific-Southwest banking system, working in close co-operation with agricultural and industrial sections of the Pacific-Southwest, is able, through its branches in the Harbor cities, San Pedro, Long Beach and Wilmington, to watch water shipments in and out of the territory—thus affording a real service to commercial enterprises. Central Office: Sixth and Spring Streets, Los Angeles Conveniently located branches throughout Los Angeles and in other California cities from Fresno south. Pacific-Southwest SAVINGS Bank Identical in Ownership with The First National Bank of Los Angeles and the First Securities Company