Tagged: Deborah Fallows
James and Deborah Fallows have been visiting remote corners of the US by small plane to tease out the secrets of successful local economies. In Eastport, Maine, they heard lots of talk about the potential of Eastport’s deep, ice-free harbour, and relative proximity to Europe, to attract European trade. I noted that the same case has been made for Canso, where construction of the causeway to Cape Breton in 1955 inadvertently created a similarly deep, ice-free superport.
Inveterate boosterism deflator Tim Bousquet of The Coast, a Halifax newsweekly, isn’t impressed:
I think boosters of both the Canso and the Eastport “superports”—and you and Fallows, too—are making the same mistake in logic. No shipper wants to use the North American port that is closest to Europe. That makes no sense at all.
Think about it. You are the manager of a German manufacturing firm, and you want to export to North America. You’re not going to sell many widgets in Canso or in Eastport. Instead, your primary market is going to be places like New York City, or Chicago, where there are millions of people and lots of industry to buy your widgets.
So how do you get your widgets to Chicago? Expensive and light stuff, you can fly directly there. Everything else has two legs: one by sea, and one by land.
The sea part of the voyage is relatively inexpensive. You can stack a gazillion of your widgets in the new post-Panamax ships. A small, underpaid crew from the Philippines steering a ship flying the flag of a lightly regulated country like Liberia doesn’t cost much.
The land part of the journey, however, is expensive. You’ve got to divide up your gigantic cargo and divvy it into a thousand trucks, each driven by a highly paid (relative to the shiphands) driver, using lots of fuel to get to Chicago. Or, if you’re lucky, you can use rail, which, while cheaper than the trucks, is still much more expensive than the sea voyage, per unit transported per distance.
The guy sitting in Germany isn’t looking for the North American port closest to Germany, but rather the North American port closest to Chicago, or wherever his widgets are going. If that means a longer sea journey, the cost is more than made up for with the huge savings of a shorter land journey. I’m not sure why megaport boosters get this so wrong.
Existing American megaports—New York, Hampton Roads, Charleston—are investing billions retrofitting their operations to handle the post-Panamax ships, and the rail lines are upgrading like crazy, refitting for double-stacked containers and such. There’s no chance—none—that Canso or Eastport ports can match the investment, and CN will never be able to out compete Norfolk Southern or CSX for the American midwest market. Just ain’t gonna happen.
I find this megaport boosterism in Canada a little sad, really, for how delusional it is.
To underscore Tim’s point about the low cost of ocean shipping, John “Johnny Nova” Chisholm, former owner of the massive harbourside gravel quarry at Cape Porcupine on the Canso Strait, once told me he could ship gravel to Galveston, Texas, cheaper than he could truck it to Antigonish.
And ship it he did, in vast quantities.
[See correction and clarification at end.] Two months ago, Atlantic journalists James and Deborah Fallows began traveling around the United States in a small plane, visiting relatively obscure cities in a quest to find out what makes some thrive while others struggle.
They spent much of last week in Eastport, Maine, hard up against the New Brunswick border. Jim’s initial blog posts bespeak a community well on the way to recovery, populated by leaders determined to go the distance. Since Eastport shares much in common with struggling Atlantic port communities, Maritimers might want to perk up their ears.
In a post last week, and again on the weekend, Jim focused on two factors residents believe will play a role in Eastport’s potential for economic prosperity: the depth of its harbour, and its proximity to Europe.
As you’ll hear, a group of ambitious people in the city are trying to use the port’s unique capacity — and its proximity to Europe, and its potential proximity to Asia as northwest passages through a warming Canadian arctic become more frequent (they are already happening) — as one foundation of its hoped-for economic revival.
As mentioned yesterday — and as cited non-stop by local port authorities — Eastport has the deepest natural harbor in the continental United States, at 60+ feet. Its siting, “remote” from the rest of America’s perspective, is also a potential strategic plus.
To buttress the point, he offered three maps, created by the nifty online Great Circle Mapper, showing how much closer to Europe Eastport is than Boston, New York, or Miami. And not just from Europe, but from the African ports of Casablanca and Dakar. Here’s the London map:
Compared to Boston, Eastport has the potential to save vessels more than 500 miles* in a round trip to London; 900 miles when compared to New York. All that means time, fuel, and money saved. Similar maps made the same point with the two African ports.
All this rang a bell with David Ryan, a Long Island, filmmaker, boat builder, and yachtsman, who happens to be a mutual friend of Jim’s and mine. In an email to both of us, he wrote:
I heard the same thing when we were in Port Hastings [on the Strait of Canso in Cape Breton Island], Nova Scotia, back around 2003. There was no reason a local should have been telling me in particular that they had 60 feet of water, were ice-free year round, and right on one of Canada’s main train arteries, yet I was; so I take it this is something that all Post Hastings boosters tell anyone and everyone who visits.
One curious feature of the superport formed by the eastern half of the Strait of Canso is that it was accidental. Construction of the 4,544 ft, rock-filled causeway connecting Cape Breton Island to the mainland in 1955 had the unanticipated result of creating an ice-free, deepwater harbour. This image from Google Earth shows how the causeway traps the seasonal ice flowing down from the Great Lakes and the St. Lawrence Seaway, keeping the deep waterway east of the causeway free from ice. Voilà! A superport.
For a time, the superport turned the nearby community of Port Hawkesbury into something of a boom town, albeit one that never quite lived up to its potential. An oil refinery, a gypsum plant, and a heavy water plant all eventually failed—
the heavy water plant spectacularly so**—but the paper mill still operates at reduced capacity, as does a tank farm, a bulk coal facility, and a massive rock quarry. Together they make Port Hawkesbury Canada’s second largest port by tonnage, after Vancouver. A biomass electrical generating station officially opens in Port Hawkesbury this Wednesday, but hopes for a container terminal remain elusive (though not as elusive as Sydney’s parallel pipe dream).
Thinking about all this history led me back to the Great Circle Mapper, where I reconstructed Jim’s images of the Great Eastport Advantage — this time including Port Hawkesbury. As I expected, the Nova Scotia port has as much of an advantage over Eastport as Eastport has over Boston.
Here is the map showing distances to Casablanca:
And here is Dakar.
The Canso Superport wins all three.
Whether this makes it any more likely than Eastport to foster lasting economic growth, and what other factors might affect the two communities’ prospects, is a much tougher question, and a topic for another day. We may get some hint, however, from an apocryphal Presbyterian prayer one hears quoted from time to time in Cape Breton:
And more especially do we thank Thee, O Lord, for the Gut of Canso, Thine own body of water, which separates us from the wickedness that lieth on the other side thereof.
* [Clarification] In response to a question from Robert G. McNeil, the units are nautical miles.
** [Correction] Thanks to Stanley Beaton for reminding me it wasn’t the heavy water plant at Port Hawkesbury that proved a disaster. It was AECL’s sister facility at Glace Bay.