INTRODUCTION. This report is the first of a series on the ports of the United States, prepared to meet the needs of the Government and shipping interests. The reports will describe port and harbor facilities for shipping, port charges, the railroads, the local conditions of transfer between rail and water, and also that of transportation between port and interior, other conditions governing the movement of traffic through the port, and such additional information as may be of value to operators of vessels, and to producers and manufacturers seeking the most economical outlets for their products. They will also show the facilities available for the handling and distribution of imports. Among the important objects which it is hoped to attain by these reports is a more general appreciation of the benefits to be derived from proper development of our ports. Transportation is a service whose benefits are in proportion to its completeness. The absence of any one essential may prevent what should be an economical route or port from securing its commensurate business. The trouble may be the lack of adequate terminals, the absence of storage facilities, the imposition of excessive switching and wharfage charges, the lack of well-balanced cargoes and frequent sailings, insufficient channels, or other conditions affecting the movement of goods through the port and the ability of vessels frequenting it to earn a fair revenue. In establishing shipping agencies, the manufacturer must consider every factor influencing the prompt and economical movement of his products. That traffic does not always follow the shortest or most logical routes is apparent, but it will often be found that there are sound reasons for this seeming disregard of economy. In order to attract business, a port must first provide the facilities essential for handling such traffic as is probable, and this requires a detailed study of production and consumption within the territory to be served by the port and the provision of equipment designed to meet the particular requirements of this traffic. It is equally important to study the needs of vessels calling at the port, and to provide the appliances and render the services which will permit a rapid turnaround. The railroad situation is frequently a controlling element in port development. Where possible, the complete control of all deep water frontage by the State or municipality, including the (5) ownership and operation of a belt-line railroad, connecting rail lines and all terminals, is a practicable solution of this pr and is an effective remedy for many of the ills that now exist. Finally, ports should not have to depend upon the good selfish interests of either railroads or steamship lines to d business. The railroads may prefer to have the business g where and the water carriers rarely have the resources requi undertake extensive operations designed to stimulate trade. development of traffic should be regarded as one of the perm: functions of the port itself. THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS, STATISTICAL DIVISION, April 1, 1921. THE PORT OF PORTLAND, ME. PORT AND HARBOR CONDITIONS. GENERAL DESCRIPTION. Portland, Me., is at the westerly end of Casco Bay and is the most northerly and easterly port on the Atlantic coast of the United States. It is 109 miles northeast of Boston, Mass., 52 miles northeast of Portsmouth, N. H., and 340 miles southwest of St. John, New Brunswick, by the shortest usually traveled rail routes. The harbor is 3 miles from the open ocean and 5 miles from Witch Rock, beyond which pilots do not go. The harbor, considered as a whole, is made up of three parts: (a) The main or inner harbor, known as Front Harbor, lying south and east of the peninsula, and having a water front of about 2 miles; (b) Fore River, also on the southerly side of the peninsula, extending westerly from the main harbor (from which it is separated by Portland Bridge), for about 13 miles; (c) Back Cove, which lies on the northerly side of the peninsula, nearly landlocked, approximately circular in form, about 1 mile in diameter and having a narrow bottle-necked entrance. It has a water front of about 1 miles. The total water frontage of the harbor, inclusive of South Portland, is about 8 miles. The outer harbor of Portland, which is used as a harbor of refuge, is situated behind the islands of Casco Bay. The main ship channel to Portland Harbor is the deep-water entrance between Cushing Island on the east and the main shore at Portland Head on the west. There are several other entrances between the islands, used by local vessels or those towing from Portland to different points in Casco Bay and its estuaries. A ledge of rock exists in the vicinity of Cape Elizabeth, but this ledge is well marked and is not regarded as a serious menace to navigation. TIDES. The mean range of tide is 8.9 feet, and the spring range 10.2 feet. In 1909 there was a tide of 13.3 feet. Tides of 11 feet are not uncommon. The effect of strong winds, in combination with the regular (7) tidal action, may at times cause the water to fall below the plane of reference of the chart, mean low water; the lowest level observed below the plane of reference at Portland is 4.5 feet. The water has been known to rise about the same amount above mean high water, due to similar causes. Tidal currents exist principally near the bridges, but their velocity never exceeds 2 miles per hour and they rarely impede navigation. At Portland light vessel the tidal current is weak, being on an average less than knot; during October, November, and December there is a southerly set of about knot. ANCHORAGES. The principal anchorage basin lies off the easterly end of the city, north of Fort Gorges, with an area of about 5,575,680 square feet. The water depths at this anchorage vary from 30 to 45 feet. Other anchorages are in Diamond Island Roads, southeast of Fort Gorges, and in the channel below Spring Point Ledge Light, this latter, however, having less favorable holding ground than the other anchorages. There is also a limited anchorage on the South Portland side of the main channel. The total anchorage area is about 6,534,000 square feet. Anchorages are well sheltered. See Port Customs and Regulations for rules respecting anchorages. WEATHER CONDITIONS. The prevailing winds are southwesterly during the summer and northerly during the winter. At all seasons the heaviest gales are generally from northeastward or eastward. Ice seldom obstructs navigation and when it does it is only for a limited period. The channel to the wharves is kept open by steamers and tugs. Fogs are encountered along this coast during the summer months. They occur most frequently during June, July, and August, and the months of May and September are not free from them. At the head of bays and within rivers it is often comparatively clear when it is thick outside. Winds from east to southwest by way of south bring in fog; westerly and northerly winds clear it away. The following shows the average number of hours per month from a record of about six years that the fog signals at Portland were operated: Portland light vessel. Hours of operation of fog signals. Jan. Feb. Mar. Apr. May. June. July. Aug. Sept. Oct. Nov. Dec. Total |