Attachment 7b Report 2019 Maritime Economic Impact Analysis for Regular Meeting held May 14, 2019 12:00pm at Pier 69

7b Report 2019 Maritime Economic Impact Analysis

Item No. 7b_attach
Meeting Date: May 14, 2019

Community Attributes Inc. tells data-rich stories about communities
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President and CEO:
Chris Mefford

Project Manager:
Michaela Jellicoe
Analysts:
Madalina Calen
Spencer Cohen, PhD
Diana Haring
Maureen McLennon
Carrie Schaden
Zack Tarhouni

Community Attributes Inc.
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www.communityattributes.com

Port of Seattle, Port of Tacoma, and The Northwest Seaport Alliance March 2019
ECONOMIC IMPACTS
<>The Northwest Seaport Alliance (2017)
$12.4 B 58,400 $4.0B
Total Business Output Total Jobs Total Income
27.6 M 3.7 M 146,900
Metric Tons of Twenty-Foot Autos Transported
Cargo Handled Equivalent Units (TEUs)

Port of Seattle
fw Cruise Ship Industry (2019) i
Port of Seattle
Commercial Fishing (2017)
$893.6 M 5,500 $1.48 11,300
Total Business Total Jobs Total Business Total Jobs
Output Output

1.2 M 13% 300 1.3 M
Passengers, 2019 Compound Annual Fishing Vessels Metric Tons Harvested
Growth Rate of Utilized Port of by POS Customers in
Passengers, 2000-2019 Seattle Facilities North Pacific Fisheries

= Other Port of Seattle Activities Other Port of
Including Recreational Marinas (2017) Tacoma Activities (2017)
$1.6 B 8,400 $1.6 B 5,200
Total Business Total Jobs Total Business Total Jobs
Output Output

4 $2.6 M $326.9 M 23M
Recreational Revenues Generated Total Income Sq Ft of Warehouses,
Marinas through Moorage Offices, Industrial,
and Other Buildings

Sources: Port of Seattle, 2018; Puget Sound Regional Council, 2018; Pacific
Maritime Association, 2018; BNSF, 2018; Union Pacific, 2018; Washington
Maritime Federation, 2018; The Northwest Seaport Alliance, 2018; Alaska
Commercial Fishing Entry Commission, 2018; Washington State Office of Port ame trNE <>
Financial Management, 2018; Washington State Employment Security of Seattle: Tacoma THE NORTHWEST
Department, 2018; Washington State Department of Revenue, 2018; Puget
Sound Regional Council, 2019; Community Attributes Inc., 2019.

EXECUTIVE SU M M A R Y
The Ports of Seattle and Tacoma combined represent a core economic
development asset for businesses and communities in Washington state and
elsewhere in the U.S. Both ports facilitate the movement of millions of
twenty-foot equivalent units (TEUs) of containerized cargo as well as millions
of metric tons of breakbulk, automobiles, logs, and liquid bulk. Both ports are
also host to industrial and non-industrial activities that spur job growth and
economic wealth creation in the Central Puget Sound and Washington state.
The Port of Seattle facilities support a large and growing cruise ship industry
and serve approximately half of the North Pacific Fisheries Fleet.
Exhibit E1. Estimated Direct Impacts of Activities at The Northwest Seaport
Alliance, Port of Seattle, and Port of Tacoma, Washington, 2017 and 2019
Business Labor Income
Jobs
Output (mils) (mils)
The Northwest Seaport Alliance (2017) 20,100 $5,858.7 $1,902.7
Containerized Cargo 14,900 $4,537.6 $1,502.5
Automobiles 1,300 $308.8 $108.4
Breakbulk, Logs and Other Cargo 3,900 $1,012.2 $291.9
Port of Seattle Cruise Industry (2019, 2018$) 3,000 $467.8 $122.7
Port of Seattle Commercial Fishing (2017) 7,200 $671.3 $313.4
Port of Seattle Recreational Marinas and Other Business (2017) 3,600 $728.8 $357.2
Port of Tacoma Tenants and Other Business (2017) 1,500 $852.2 $114.3
Sources: Puget Sound Regional Council, 2019; Washington State Employment Security
Department, 2018; Washington State Department of Revenue, 2018; The Northwest Seaport
Alliance, 2018; Port of Seattle, 2018; Port of Tacoma, 2018; Community Attributes Inc., 2019.
Exhibit E2. Total Economic Impacts of Activities at The Northwest Seaport
Alliance, Port of Seattle, and Port of Tacoma, Washington, 2017 and 2019
Business Labor Income
Jobs
Output (mils) (mils)
The Northwest Seaport Alliance (2017) 58,400 $12,385.4 $4,018.5
Containerized Cargo 45,500 $9,722.6 $3,194.1
Automobiles 3,300 $643.4 $216.6
Breakbulk, Logs and Other Cargo 9,600 $2,019.4 $607.8
Port of Seattle Cruise Industry (2019, 2018$) 5,500 $893.6 $260.1
Port of Seattle Commercial Fishing (2017) 11,300 $1,438.0 $543.0
Port of Seattle Recreational Marinas and Other Business (2017) 8,800 $1,618.0 $642.0
Port of Tacoma Tenants and Other Business (2017) 8,400 $1,552.8 $616.5
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.

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The Northwest Seaport Alliance
The Northwest Seaport Alliance (NWSA) represents one of the largest marine
cargo gateways in the U.S. In 2017, The Northwest Seaport Alliance handled
more than 3.7 million twenty-foot equivalent units (TEUs) of containerized
cargo. The majority of this cargo was international, though 700,000 TEUs
were shipped to and from Alaska, Hawaii, and other domestic locations. In
addition to containerized shipping, The Northwest Seaport Alliance also
handles non-containerized cargo, including breakbulk, liquid bulk,
automobiles, and logs. In total, nearly 27.6 million metric tons of cargo was
handled at The Northwest Seaport Alliance facilities in 2017.
Within the NWSA, the largest driver of economic impact was containerized
cargo. The NWSA containerized cargo facilities include six properties in the
South Harbor and five in the North Harbor. In 2017, the NWSA handled
more than 26.1 million metric tons of containerized cargo, directly supporting
an estimated 14,900 jobs, $1.5 billion in labor income (including wages and
monetized benefits), and $4.5 billion in business output. (Exhibit E-1)
In 2017, 146,900 automobiles were handled at the Port of Tacoma, totaling
224,900 metric tons of cargo. Automobile import activities directly supported
1,330 jobs in 2017, as well as more than $108.4 million in labor income and
nearly $309 million in business output. (Exhibit E-1)
Breakbulk cargo transported through the NWSA include agriculture and
mining equipment, military hardware, as well as other cargo that can be
transported via roll-on/roll-off (RoRo) vessels. Breakbulk cargo totaled nearly
211,000 metric tons in 2017. The NWSA also handled nearly 53 million board
feet of logs (278,100 metric tons), 715,500 metric tons of fuel, and nearly
36,000 metric tons of molasses in 2017. Breakbulk and other marine cargo
handling directly supported 3,880 jobs in 2017, nearly $292 million in labor
income and more than $1 billion in business output. (Exhibit E-1)
Combined across all marine cargo activities, the NWSA directly supported
20,100 jobs, and $1.9 billion in labor income in 2017. The average annual
wage among direct jobs supported by marine cargo through the NWSA,
including benefits, was nearly $95,000. In total, the NWSA marine cargo
directly supported $5.9 billion in business output in 2017. (Exhibit E-1)
Factoring in upstream business-to-business transactions (indirect) and
worker earned income household consumption expenditures (induced), the
NWSA activities supported 58,400 jobs across the state economy, or the
equivalent of a job multiplier of 2.9. In other words, for every direct job,
marine cargo activities through the NWSA support an additional 1.9 jobs
throughout the Washington state economy.

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Cruise Ship Operations at the Port of Seattle
In 2019, the Port of Seattle will host 213 calls from ten different cruise lines
and 18 ships. The industry in Seattle has grown from nearly 120,000
passengers in 2000 to an estimated 1.2 million in 2019 for a compound
annual growth rate of 13%.
The cruise industry at the Port of Seattle is estimated to directly support
nearly 3,000 jobs, with average annual wages including benefits of nearly
$41,000. The total economic impact of cruise ships to the state economy in
2019, including direct, indirect, and induced impacts, is estimated at 5,500
jobs, $260.1 million in labor income, and $893.6 million in business output
(Exhibits E-1 and E-2). The direct and secondary activities of cruise
operations in 2019 are expected to generate $10.7 million in state sales and
use taxes, and an additional $3.8 million in business and occupation taxes
and other statewide taxes.
Port of Seattle Commercial Fishing
In 2017, more than 300 fishing vessels utilized Port of Seattle facilities. Of
these, 226 were identified as actively fishing in Alaskan fisheries, based on
the Alaska Commercial Fishing Entry Commission licensing data. In many
cases, vessels that spend more time at other locations still depend on Port
infrastructure for loading and offloading, on-dock repairs and maintenance,
and provisioning. These include fish processors based in Lake Union that use
the Port's facilities for loading and unloading infrastructure as well as
vessels based in Alaska that periodically moor at the Port of Seattle for
scheduled repairs.
Fishing vessels that moored at Port of Seattle facilities operating in the
Alaskan fisheries generated gross earnings of more $455.0 million. An
additional $26.6 million in revenues were earned in waters outside of Alaska,
such as in the Puget Sound and Washington's west coast, based on ex-vessel
wholesale value. Additional revenues were generated among various support
services and on-shore Port of Seattle tenants and Port of Seattle services.
Factoring in all segments of commercial fishing at the Port of Seattle, these
activities generated more than $671.2 million in business output in 2017.
In 2017, an estimated 7,200 jobs were directly associated with commercial
fishing at the Port of Seattle. These jobs supported labor compensation of
$313.4 million. Overall, direct commercial fishing jobs associated with Port of
Seattle facilities had an annual average wage, including benefits, of $43,500
in 2017, in part reflecting the seasonal nature of many commercial fishing
jobs.

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Factoring in indirect and induced impacts, the total statewide economic
impact of commercial fishing operations summed to 11,300 jobs, $543.0
million in labor income, and more than $1.4 billion in business output in
2017 (Exhibits E-1 and E-2). Statewide fiscal impacts summed to $13.2
million.
Port of Seattle Recreational Marinas and Other Port
Business
The Port of Seattle is home to an extensive portfolio of real estate assets and
tenants, providing real estate for a wide variety of businesses outside of those
that directly handle marine cargo included under The Northwest Seaport
Alliance. The Port of Seattle is home to four recreational marinas: Shilshole
Marina, Harbor Island Marina, Salmon Bay Marina, and Bell Harbor
Marina. The Port also provides facilities and moorage for tugs and barges, as
well as research vessels.
There were an estimated 200 jobs directly tied to recreational marinas, with
an associated $13.9 million in labor income and $29.6 million in revenues.
Other Port business directly supported an estimated 3,400 jobs, $343.3
million in labor income, and $699.2 million in business output. Recreational
marinas and other Port business supported an average annual income of
more than $99,200, including benefits. The total economic impact of Port of
Seattle recreational marinas and other Port business, including indirect and
induced impacts, summed to 8,800 jobs, $642.0 million in total compensation,
and more than $1.6 billion in business output. (Exhibits E-1 and E-2)
Port of Tacoma Tenants and Other Business
The Port of Tacoma has more than 2,700 acres of real estate property. Many
tenants on those properties directly support the marine cargo operations of
The Northwest Seaport Alliance. However, the Port of Tacoma is home to a
wide range of industrial and non-industrial tenants and activities. Outside of
the NWSA marine cargo operations, the Port of Tacoma also provides bulk
cargo operations at the TEMCO Grain Terminal, as well as bulk gypsum
operations for the wallboard manufacturing activities of Georgia Pacific
Gypsum.
In 2017, Port of Tacoma tenant and bulk activities summed to 1,500 direct
jobs, $849.4 million in business output, and $109.8 million in labor income.
Total economic impacts from these activities summed to 5,200 jobs, $326.9
million in labor compensation, and $1.6 billion in business output (Exhibits
E-1 and E-2). Port of Tacoma tenant activities and other Port of Tacoma
business supported an average annual income, including benefits, of more
than $76,000. These activities supported $15.4 million in state taxes through
direct and secondary activities.
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CO N T E N T S
Introduction .................................................................................................................... 1
Background and Purpose ............................................................................................. 1
Data and Methods ........................................................................................................ 1
Organization of Report ................................................................................................. 2
The Northwest Seaport Alliance Marine Cargo ............................................................... 3
Organization of this Section ......................................................................................... 4
Overview of The Northwest Seaport Alliance Facilities and Activities ........................ 4
Containerized Cargo Activities .................................................................................... 6
Automobile Imports ................................................................................................... 12
Breakbulk, Logs, and Other Non-Containerized Marine Cargo .................................. 14
Summary of The Northwest Seaport Alliance Marine Cargo Impacts ........................ 17
Fiscal Impacts from The NWSA Marine Cargo Activities .......................................... 18
Port of Seattle Cruise Ship Industry, 2019 .................................................................... 21
Port of Seattle Commercial Fishing ............................................................................... 26
North Pacific and U.S. Fisheries ................................................................................ 30
Other Port of Seattle Activities Including Recreational Marinas .................................. 32
Port of Tacoma Tenants and Other Business ................................................................ 36
Summary of Combined Total Impacts and Conclusion .................................................. 39
Appendix ....................................................................................................................... 41
Data Sources .............................................................................................................. 41
Economic Impact Modeling ........................................................................................ 43
Economic Value of The Northwest Seaport Alliance Marine Cargo Broken Out by Each
Harbor........................................................................................................................ 46
Port of Seattle Economic and Fiscal Impacts by Line of Business, 2017 and 2019 ..... 47
Port of Tacoma Economic and Fiscal Impacts by Line of Business, 2017 ................... 49
Annual Income Comparisons by Line of Business and Segment ................................ 50

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IN T R O D U C T I O N
Background and Purpose
The Ports of Seattle and Tacoma combined represent a core economic
development asset for businesses and communities both in Washington state
and elsewhere in the U.S. The Northwest Seaport Alliance is one of the
largest marine cargo gateways in the U.S. In 2017, nearly 27.6 million metric
tons of cargo were handled by the NWSA at the Ports of Seattle and Tacoma.
The majority of the 3.7 million TEUs of container cargo shipped through the
NWSA were international, though 700,000 TEUs were shipped to and from
Alaska, Hawaii, and other domestic locations. Both ports are also host to
industrial activities that spur job growth and economic wealth creation in the
Central Puget Sound and Washington state. The Ports of Tacoma and Seattle
provide industrial land for manufacturing, warehousing, energy and resource
activities, and more. Port of Seattle facilities are key assets for
approximately half of the North Pacific Fisheries Fleet and support the large
and growing cruise ship industry.
This report provides a comprehensive evaluation of the economic impacts of
these varied activities directly tied to port operations, broken out by the
following:
The Northwest Seaport Alliance. Representing containerized
cargo, auto imports, breakbulk, and bulk shipments across the Ports of
Seattle and Tacoma.
Other Port of Seattle Activities and Tenants. Including
commercial fishing, recreational marinas, cruise ships, and other
tenants at the Port of Seattle.
Other Port of Tacoma Activities and Tenants. Including grain
and gypsum cargo operations, port-based manufacturers, nonindustrial
tenants, and other non-NWSA activities resident at the Port
of Tacoma.
Analytics include estimated direct activitiesmeasured in jobs, income, and
business outputdirectly supported by the above activities and associated
nearby services directly tied to port operations (such as off-site transloading)
and the broader economic and fiscal impacts of these activities to the state
economy.
Data and Methods
Data used in this report draw from several sources, including state and
federal employment and wage files maintained by the Washington State
Employment Security Department, Puget Sound Regional Council, and U.S.
Bureau of Labor Statistics; gross business income published by the
Washington State Department of Revenue; cargo and trade statistics
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published by the U.S. Census Bureau and provided by the Ports of Tacoma
and Seattle and The Northwest Seaport Alliance; and other relevant
information maintained and provided by the Ports of Tacoma and Seattle and
The Northwest Seaport Alliance. Direct activities were further modeled to
account for missing information when necessary.
Economic impacts include additional jobs, income, and business output
supported through upstream business-to-business transactions (indirect
impacts) and household consumption expenditures (induced impacts). Fiscal
impacts include state tax revenues derived from direct port-related activities,
and through multiplier effects among other industries and regions of the
state.
Organization of Report
The remainder of this report is organized as follows:
The Northwest Seaport Alliance, Port of Seattle, and Port of
Tacoma Marine Cargo Activities. Review of key indicators,
facilities, and direct and total impacts for containerized cargo
managed by The Northwest Seaport Alliance. Summary of indicators
and activities for auto shipping and a review of activities and
indicators for breakbulk cargo, logs and lumber, and other cargo
managed by The Northwest Seaport Alliance.
Port of Seattle Cruise Ship Industry. Summary of projected cruise
ship activities at the Port of Seattle, including homeported vessels,
port of calls, passenger spending onshore, vessel and crew
provisioning and payroll, and economic and fiscal impacts.
Port of Seattle Commercial Fishing. Size, breadth, and impacts of
commercial fishing operations tied to Port of Seattle facilities,
including vessels active in the North Pacific Fisheries.
Port of Seattle Recreational Marinas and Other Businesses.
Port of Seattle's recreational marinas, associated marina expenses and
facilities, as well as the impacts of other port businesses, such as
industrial and retail tenants on Port of Seattle properties.
Port of Tacoma Tenants and Other Business. Includes a review of
facilities and direct and total impacts for the tenants on Port of
Tacoma properties, including both industrial and non-industrial users.
Summary and Conclusions. Summary of key findings.

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THE NORTHWEST SEAPORT AL L I A N C E MARINE CA R G O

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Organization of this Section
This section provides a detailed, data-rich discussion of the economic
contributions of The Northwest Seaport Alliance (NWSA) marine cargo
activities, including ongoing operations, the NWSA's role as a gateway for
domestic and international trade, and economic and fiscal impacts. The
Northwest Seaport Alliance has multiple lines of business. Each is examined
in detail.
Findings are organized as follows:
Overview of The Northwest Seaport Alliance Facilities and
Activities. A discussion of operations, assets, and overall trade
trends.
Containerized Cargo Activities. Leading merchandise and
commodity exports and imports by volume and value and economic
impacts associated with the handling of this cargo, including jobs,
labor income, and business output through the NWSA.
Automobile Imports. The economic value and impacts associated
with the handling of automobile imports through the NWSA, including
the many jobs and activities involved in the movement of vehicles off
roll-on/roll-off vessels to warehousing facilities and vehicle finishing
activities.
Breakbulk, Logs, and Other Non-Containerized Cargo. The
economic value and impacts associated with the handling of various
other types of marine cargo through the NWSA.
Summary of NWSA Marine Cargo Impacts. A summation of
impacts across all lines of business for 2017.
Fiscal Impacts from NWSA Marine Cargo Activities. State taxes
supported through both direct operations of the NWSA and additional
tax revenues through indirect and induced taxable activities across
the state economy.
Overview of The Northwest Seaport Alliance Facilities
and Activities
The Northwest Seaport Alliance (NWSA) is a marine cargo operating
partnership created in 2014 between the Port of Seattle (North Harbor) and
Port of Tacoma (South Harbor). The NWSA, as a combined entity, represents
the fourth-largest container gateway in North America. The NWSA manages
the majority of marine cargo facilities across both ports, including all
containerized cargo operations, breakbulk, automobiles, project/heavy-lift
cargoes, and some bulk operations.

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The North Harbor has five container terminals, of which four are in use.
Terminal 5 is currently vacant (Exhibit 1). There are a variety of properties
that provide supporting activities to the containerized cargo terminals. The
BNSF Seattle International Gateway Yard and the Union Pacific Argo Yard
provide essential rail services for containerized cargo activities. Terminal
106, south of Harbor Island and on the east side of the Duwamish River, is
used as a container support yard. Terminals 107 (west side of the Duwamish)
and Terminal 108 (east side of the Duwamish), just north of Terminal 115,
offer moorage for barges.
The South Harbor has six container terminals, as well as Blair Terminal
where automobiles are offloaded (Exhibit 1). East Blair 1 (EB1) provides
services for roll-on/roll-off (RoRo) vessels and the West Hylebos Log Yard
provides services for log exports. Terminal 7, on the south end of East Sitcum
Terminal, also provides automobile and RoRo services.
Exhibit 1. Containerized Cargo Terminals, The Northwest Seaport Alliance
Terminal Harbor Operator
East Sitcum Terminal South Ports America
Husky Terminal South Husky Terminal and Stevedoring, Inc.
Pierce County Terminal South Everport Terminal Services Inc.
TOTE Maritime Alaska Terminal South TOTE Maritime
Washington United Terminals (WUT) South Washington United Terminals
West Sitcum Terminal (Formerly APM Terminals) South SSA Marine
Terminal 115 North Alaska Marine Lines
Terminal 18 North SSA Marine
Terminal 30 North SSA Marine
Terminal 46 North Total Terminals International
Terminal 5 North Currently vacant
Sources: The Northwest Seaport Alliance, 2018; Community Attributes, Inc., 2019.

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In total, The Northwest Seaport Alliance had nearly 1,950 vessel calls in
2017. The NWSA handled nearly 27.6 million metric tons of cargo, of which
nearly 95% was containerized cargo. In 2017, the NWSA handled more than
3.7 million TEUs. Other marine cargo handled at the North and South
Harbors include breakbulk, automobiles, fuel, and molasses. (Exhibit 2)
Exhibit 2. The Northwest Seaport Alliance Marine Cargo by Type,
2013-2017

Sources: The Northwest Seaport Alliance, 2018; Community Attributes, Inc., 2019.
Containerized Cargo Activities
In this report, activities included under "containerized cargo activities"
include all operations, services, and facilities related to the handling of 20,
40, and 45-foot ocean cargo containers, either outbound or inbound. The
activities span container terminal facilities in both the ports of Seattle and
Tacoma, under the auspices of The Northwest Seaport Alliance.
Containerized Cargo Trends
Today, The Northwest Seaport Alliance manages most of the marine cargo
activities at both the Ports of Seattle and Tacoma and provides a strategic
partnership to work together to strengthen the gateway and attract more
marine cargo business.1 Together, as The Northwest Seaport Alliance, the
Ports of Seattle and Tacoma represent the fourth-largest container gateway
in North America.

1 The NWSA does not manage the grain terminals at either Port.
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Containerized cargo represents 95% of all cargo tonnage handled through
The Northwest Seaport Alliance. In 2017, 3.7 million TEUs passed through
the North and South Harbors (Exhibit 3). International imports represent
nearly 41% of all TEUs, while exports represent 40%; domestic container
cargo accounted for the remaining 19%. While full containers represent more
than 75% of all TEUs handled, empty containers are also an important part
of activities at the NWSA. Both full and empty containers are loaded and offloaded
from vessels, requiring the expertise of a wide-range of industries and
occupations, including terminal operators, longshore workers, truckers, and
more. Full and empty containers both are considered in the estimation of
economic and fiscal impacts generated by containerized cargo handled
through The Northwest Seaport Alliance. Total TEUs through the NWSA
increased from 3.4 million in 2014 to 3.7 million in 2017 (Exhibit 4).
Exhibit 3. Containerized Cargo Volumes, Full and Empty TEUs by Type, The
NWSA, 2017
Full Empty Total
Imports 1,380,785 132,222 1,513,007
Exports 964,067 518,237 1,482,305
Domestic 447,440 259,423 706,863
Total 2,792,292 909,882 3,702,174
Sources: The Northwest Seaport Alliance, 2018; Community Attributes, Inc., 2019.
Exhibit 4. Containerized Cargo Volumes, The NWSA, 2009-2017

Sources: PIERS, 2018; Community Attributes, Inc., 2019.

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In 2017, the total vessel value of containerized cargo through the NWSA was
nearly $75.3 billion, with machinery accounting for approximately 29%.
Vessel value is the technical term for the value of commodities within ocean
containers. Imports represented 77% of total vessel value, or $58.3 billion,
and exports totaled nearly $17.0 billion. Other leading commodities in 2017
were transport equipment, base metals, toys, and apparel, each representing
more than 5% of total vessel value. (Exhibit 5)
Exhibit 5. Containerized Cargo Commodities Each Representing More than
Four Percent of Total Vessel Value, The NWSA, 2017

Sources: WISER, 2018; Community Attributes, Inc., 2019.
Machinery represents 10% of total TEUs and 29% of total vessel value. Hay,
one of several commodities in the "Oil Seed" commodity grouping,2 was the
leading export handled through the NWSA, represent 4% of total vessel
value, but nearly 9% of total TEUs. (Exhibit 6)

2 The full name of this harmonized system (HS) code category is "Oil Seeds and Oleagino us
Fruits; Miscellaneous Grains, Seeds and Fruit, Industrial Medicinal Plants; Straw and Fodder."
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Exhibit 6. Containerized Cargo Commodities Each Representing More than
Five Percent of Total TEUs, The NWSA, 2017 (TEUs)

Sources: PIERS, 2018; Community Attributes, Inc., 2019.
Products shipped via container require various services rendered either
inbound or outbound through the NWSA, such as transportation logistics.
The services required depend on the type of products shipped, distance from
the NWSA facilities, among other factors. Leading import commodities
include machinery, furniture, rubber plastics, base metals, and transport
equipment. Leading export commodities include oil seeds/hay, prepared
foodstuffs, wood pulp, and wood products. (Exhibit 7)
Exhibit 7. Containerized Cargo Imports and Exports by Commodity, TEUs,
The NWSA, 2017
Import TEUs Export TEUs Total TEUs
Machinery 206,837 23,160 229,997
Furniture 201,767 2,737 204,504
Oil Seeds 4,177 192,213 196,390
Plastics - Rubber 118,639 27,087 145,726
Base Metals 111,863 33,301 145,164
Prepared Foodstuffs 19,961 102,194 122,155
Wood Products 51,934 68,566 120,500
Transport Equipment (Vehicle) 104,580 6,616 111,196
Toys 90,755 7,004 97,759
Wood Pulp 4,071 84,068 88,139
Vegetables 2,915 55,193 58,108
Other 456,505 290,707 747,212
Total 1,374,004 892,846 2,266,850
Sources: PIERS, 2018; Community Attributes, Inc., 2019.
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In 2017, containerized cargo was either imported or exported to 166 countries
through The Northwest Seaport Alliance. The countries with the most
containerized cargo moving through the NWSA include China, Japan, South
Korea, Taiwan, Vietnam, and Hong Kong, which together represent more
than 80% of all TEUs transported via the NWSA in 2017. Among countries
with TEUs representing more than 2% of the total, TEU volume imported
from and exported to Vietnam increased at a compound annual growth rate
of 6% between 2013 and 2017. (Exhibit 8)
Exhibit 8. Containerized Cargo Imports and Exports by Country, TEUs, The
NWSA, 2017
Import TEUs Export TEUs Total TEUs
China 832,890 219,106 1,051,996
Japan 110,306 178,877 289,183
Korea 61,884 145,660 207,544
Taiwan 63,976 77,233 141,209
Vietnam 56,288 13,881 70,169
Hong Kong 23,463 32,047 55,510
Thailand 27,975 15,051 43,026
Indonesia 22,474 19,188 41,662
India 16,258 20,030 36,288
Malaysia 19,083 13,806 32,889
Philippines 8,610 18,017 26,627
Australia 3,488 16,963 20,451
Other 127,309 122,987 250,296
Total 1,374,004 892,846 2,266,850
Sources: PIERS, 2018; Community Attributes, Inc., 2019.
Economic Impacts
Direct activities associated with the movement of ocean cargo containers,
both full and empty, include on-site stevedoring operations; drayage; rail
operations; tug assists for container cargo vessels; barges that convey
containerized cargo to domestic ports in Alaska and Hawaii; off-site
transloading facilities; warehousing and distribution centers; non-drayage
trucking; local and federal government personnel supporting or regulating
containerized cargo; and various support services.
Containerized cargo activities directly supported 14,900 jobs in 2017. The
average annual income, including benefits, across all direct jobs supported by
containerized cargo activities in 2017, was more than $100,800. The largest
source of employment was trucking, logistics, and warehousing, representing
drayage, short- and long-haul trucking, transloading, and warehousing and
distribution operations (8,510). Many firms operate across each of these
areas, such as large transloading and logistics companies that retain their

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own truck fleets, operate their own warehouses and distribution centers and
provide logistics support for incoming and outgoing cargo.
Terminal operations include administrative and back-office staff, on-site
stevedoring personnel, and longshoremen, and supported 3,550 jobs in
containerized cargo in 2017 across both harbors. An estimated 1,290 workers
in the rail industry were supported through containerized cargo shipments,
including at rail switching yards, maintenance facilities, and back office
planning across Washington. Additional services supporting the movement of
containerized cargo through The Northwest Seaport Alliance include the
transport of containerized cargo on barges; maritime support services such as
maritime insurance and law; and navigational services including tug assists
and pilots. (Exhibit 9)
Exhibit 9. Estimated Direct Impacts of Containerized Cargo Activities by
Economic Activity, Washington, 2017
Business Output Labor Income
Activity Jobs
(mils 2017 $) (mils 2017 $)
Truck Transportation, Logistics & Warehousing 8,510 $2,328.8 $813.4
Terminal Operations, Stevedoring, and Longshoremen 3,550 $1,163.1 $409.6
Rail Transportation 1,290 $660.9 $105.1
Government 530 $194.0 $62.7
Barge and Tug Transport 400 $61.3 $45.3
Maritime Support Services 350 $51.3 $33.0
Navigational Services 260 $78.2 $33.4
Total 14,890 $4,537.6 $1,502.5
Sources: Port of Seattle, 2018; Puget Sound Regional Council, 2018; Pacific Maritime
Association, 2018; BNSF, 2018; Union Pacific, 2018; Washington Maritime Federation, 2018;
Washington State Department of Revenue, 2018; Washington State Employment Security
Department, 2018; Community Attributes Inc., 2019.

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Factoring in indirect and induced economic impacts, containerized cargo
operations supported a total of 45,500 jobs, $3.2 billion in labor income, and
$9.7 billion in business output in 2017. Containerized cargo shipping through
the NWSA supports 1.2 jobs per 100 TEUs and more than $2,620 in total
business output per TEU. (Exhibit 10)
Exhibit 10. Economic Impacts from Containerized Cargo Shipping through
The Northwest Seaport Alliance, Washington, 2017
Direct Indirect Induced Total
Jobs 14,900 11,900 18,700 45,500
Total Compensation (mils 2017 $) $1,502.5 $703.1 $988.6 $3,194.1
Business Output (mils 2017 $) $4,537.6 $2,267.7 $2,917.3 $9,722.6
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
Automobile Imports
The Northwest Seaport Alliance also handles automobile imports. In 2017,
146,900 automobiles were handled at the Port of Tacoma, totaling 224,900
metric tons of cargo (Exhibit 11). Automobiles are offloaded at the Blair
Terminal, Terminal 7 and East Blair One at the South Harbor. With its
headquarters at the Marshall Avenue Auto Facility in Tacoma, Auto
Warehousing (AWC) provides a variety of vehicle processing services,
including logistics and accessory installation, to support auto imports at The
Northwest Seaport Alliance. Customers served by AWC include Kia, Mazda,
BMW, Mitsubishi, Isuzu, and Fuso Trucks.
In early 2018, the Port of Tacoma announced a 30-year lease with Wallenius
Wilhelmsen Logistics for the development of a new auto processing facility.
This new facility will not only expand auto import facilities at the Port of
Tacoma and for The Northwest Seaport Alliance, but also expands the
marine cargo business of WWL with The Northwest Seaport Alliance.
Currently, WWL transports roll-on/roll-off cargo through the NWSA. The new
operation is expected to create 100 new jobs and process in excess of 100,000
auto units per year.3

3 Port of Tacoma, 2018, https://www.portoftacoma.com/news-releases/2018-02-14/port-
tacoma-leases-former-kaiser-site-wwl-auto-processing-facility.
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Exhibit 11. Automobile Units, The Northwest Seaport Alliance, 2013-2017

Sources: The Northwest Seaport Alliance, 2018; Community Attributes, Inc., 2019.
Direct activities supported by the movement of automobiles at the Port of
Tacoma include on-site stevedoring operations; trucking; auto accessory
installation services; tug assists for car carriers; rail operations; local and
federal government personnel supporting or regulating automobile imports;
and various supporting services.
Automobile import activities directly supported 1,330 jobs in 2017. The
average annual income, including benefits, across all direct jobs supported by
automobile import activities in 2017 was nearly $83,400. Trucking, logistics,
and warehousing, including both short- and long-haul trucking, was the
largest source of employment, with 480 direct jobs. Terminal operations
includes the activities of Auto Warehousing, providing both logistics and
accessory installation services, as well as on-site stevedoring personnel and
longshoremen, totaling 380 jobs supported by automobile imports through
the NWSA in 2017. Additional services supporting the movement of
automobiles through the NWSA include rail transportation; maritime
support services such as maritime insurance and law; navigational services
including tug assists and pilots; and government personnel overseeing the
movement of automobiles through the NWSA. (Exhibit 12)

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Exhibit 12. Estimated Direct Impacts of Automobile Imports by Economic
Activity, Washington, 2017
Business Output Labor Income
Activity Jobs
(mils 2017 $) (mils 2017 $)
Truck Transportation, Logistics & Warehousing 480 $131.5 $45.9
Terminal Operations, Stevedoring, and Longshoremen 380 $43.5 $17.5
Rail Transportation 150 $76.2 $12.1
Maritime Support Services 140 $20.9 $13.4
Navigational Services 110 $32.5 $13.9
Government 70 $4.3 $5.5
Total 1,330 $308.8 $108.4
Sources: Port of Seattle, 2018; Puget Sound Regional Council, 2018; Pacific Maritime
Association, 2018; BNSF, 2018; Union Pacific, 2018; Washington Maritime Federation, 2018;
Washington State Department of Revenue, 2018; Washington State Employment Security
Department, 2018; Community Attributes Inc., 2019.
The total economic impact of automobiles handled through the NWSA in
Washington is more than $643 billion in business output in 2017, composed
of direct ($308.8 million), indirect ($136.8 million), and induced ($197.8
million) impacts. Automobile shipping supported 3,300 total jobs in the state
and nearly $217 million in labor income including wages and benefits.
(Exhibit 13)
Exhibit 13. Economic Impacts of Automobile Shipping through The
Northwest Seaport Alliance, Washington, 2017
Direct Indirect Induced Total
Jobs 1,300 700 1,300 3,300
Total Compensation (mils 2017 $) $108.4 $41.2 $67.0 $216.6
Business Output (mils 2017 $) $308.8 $136.8 $197.8 $643.4
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
Breakbulk, Logs, and Other Non-Containerized Marine
Cargo
The Northwest Seaport Alliance manages the flow of a wide variety of marine
cargo beyond containerized cargo and automobiles. In total, containers
represented nearly 95% of total metric tons of cargo handled by the NWSA.
Other marine cargo includes breakbulk, logs, fuel, and molasses. Breakbulk
cargo transported through the NWSA includes agriculture and mining
equipment, military vehicles and other cargo that can be transported via rollon
/roll-off (RoRo) vessel, and other types of machinery. Breakbulk cargo
totaled nearly 211,000 metric tons in 2017, and as of November 2018

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breakbulk cargoes have increased 20.5% year-over-year.4 Breakbulk cargoes
are transported through East Blair One, Terminal 7, and Husky Terminal in
the South Harbor, and T115 (and to a lesser extent among other container
terminals) in the North Harbor.
Fuel and molasses are both transported as liquid bulk at the Port of Seattle.
Combined, fuel and molasses cargo handled through the NWSA totaled
nearly 752,000 metric tons in 2017. The NWSA additionally handles logs at
the West Hylebos Log Facility. In 2017 more than 52.7 million board feet of
logs and lumber was transported through the Port of Tacoma, representing
more than 278,000 metric tons of cargo. (Exhibit 14)
Exhibit 14. Breakbulk, Logs, and Other Non-Containerized Marine Cargo,
The NWSA, 2013-2017

Source: The Northwest Seaport Alliance, 2018; Community Attributes, Inc., 2019.
Breakbulk, logs, and other non-containerized marine cargo handled through
The Northwest Seaport Alliance directly support a wide variety of jobs. In
total these activities directly supported 3,880 jobs in 2017. The average
annual income, including benefits, among all direct jobs supported by
breakbulk, logs, and other non-containerized marine cargo was more than
$74,800 in 2017. Rail and truck transportation and logistics represent the
largest portion of direct jobs, with a combined total of 2,790 jobs. Additional
services supporting the movement of breakbulk, logs, and other noncontainerized
marine cargo are maritime support services and navigational
services including tug assist and pilots (780 jobs); government personnel (200
4 The Northwest Seaport Alliance 5-Year Cargo Volume History, November 2018.
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jobs); and terminal operations, on-site stevedoring, and longshore workers
(110 jobs). (Exhibit 15)
Exhibit 15. Estimated Direct Impacts of Breakbulk, Logs, and Other Non-
Containerized Marine Cargo by Economic Activity, Washington, 2017
Business Output Labor Income
Activity Jobs
(mils 2017 $) (mils 2017 $)
Rail Transportation 1,690 $470.4 $74.8
Truck Transportation, Logistics & Warehousing 1,100 $300.9 $105.1
Maritime Support Services 440 $65.3 $42.0
Navigational Services 340 $101.6 $43.3
Government 200 $12.6 $16.2
Terminal Operations, Stevedoring, and Longshoremen 110 $61.4 $10.4
Total 3,880 $1,012.2 $291.9
Sources: Port of Seattle, 2018; Puget Sound Regional Council, 2018; Pacific Maritime
Association, 2018; BNSF, 2018; Union Pacific, 2018; Washington Maritime Federation, 2018;
Washington State Department of Revenue, 2018; Washington State Employment Security
Department, 2018; Community Attributes Inc., 2019.
The direct economic activities supported by the transport of breakbulk, logs,
and other non-containerized marine cargo through The Northwest Seaport
Alliance lead to upstream supply chain activities and the spending of worker
income. The companies supplying goods and services to businesses working
with marine cargo operations at the NWSA make their own purchases,
stimulating indirect activity. Workers directly supported by marine cargo
operations at the NWSA and at business throughout the supply chain spend
their earnings on various goods and services generating induced effects.
The total economic impact of breakbulk, logs, and other non-containerized
marine cargo shipments handled through the NWSA represents the sum of
direct, indirect, and induced effects. Exhibit 16 summarizes impacts to
Washington state. In total, economic impact totaled more than $2 billion in
business output in 2017, 3,900 jobs, and nearly $608 million in total
compensation.
Exhibit 16. Economic Impacts of Breakbulk, Logs, and Other Non-
Containerized Marine Cargo Shipping through The Northwest Seaport
Alliance, Washington, 2017
Direct Indirect Induced Total
Jobs 3,900 2,100 3,600 9,600
Total Compensation (mils 2017 $) $291.9 $127.8 $188.1 $607.8
Business Output (mils 2017 $) $1,012.2 $452.0 $555.1 $2,019.4
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.

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Summary of The Northwest Seaport Alliance Marine
Cargo Impacts
The Northwest Seaport Alliance cargo handling activities in 2017 had a total
economic impact to the state economy of 58,400 jobs (Exhibit 17); this
equates to a jobs multiplier, measured as total jobs (58,400) to direct jobs
(20,100), of 2.9. The largest component of this impact was containerized
cargo, owing to the size, breadth, complexity, and robustness of the network
of services tied to moving containerized cargo, such as tug assists and towing,
stevedoring, drayage, warehousing, and rail activities. Nearly $12.4 billion in
business output, or revenues, were supported either directly or through
multiplier effects from the NWSA activities across the state (Exhibit 18),
and more than $4.0 billion in labor income (Exhibit 19).
Exhibit 17. Total Jobs Impacts of The Northwest Seaport Alliance Marine
Cargo by Segment, Washington, 2017
Direct Indirect Induced Total
Containerized Cargo 14,900 11,900 18,700 45,500
Automobiles 1,300 700 1,300 3,300
Breakbulk, Logs, and Other Cargo 3,900 2,100 3,600 9,600
Total 20,100 14,700 23,600 58,400
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
Exhibit 18. Total Business Output Impacts of The Northwest Seaport Alliance
Marine Cargo by Segment, Mils 2017$, Washington, 2017
Direct Indirect Induced Total
Containerized Cargo $4,537.6 $2,267.7 $2,917.3 $9,722.6
Automobiles $308.8 $136.8 $197.8 $643.4
Breakbulk, Logs, and Other Cargo $1,012.2 $452.0 $555.1 $2,019.4
Total $5,858.7 $2,856.6 $3,670.2 $12,385.4
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
Exhibit 19. Total Labor Income Impacts of The Northwest Seaport Alliance
Marine Cargo by Segment, Mils 2017$, Washington, 2017
Direct Indirect Induced Total
Containerized Cargo $1,502.5 $703.1 $988.6 $3,194.1
Automobiles $108.4 $41.2 $67.0 $216.6
Breakbulk, Logs, and Other Cargo $291.9 $127.8 $188.1 $607.8
Total $1,902.7 $872.1 $1,243.7 $4,018.5
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.

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Impacts are difficult to evaluate without additional context, both in terms of
the total absolute impact and a ratio of total impacts to direct activities. To
build context for the NWSA impacts, several other major industries and
activities are presented for comparison. The aerospace industry, including
The Boeing Company, Washington's largest private sector employer,
supported a total of 252,000 jobs in 2015, but with a jobs multiplier actually
lower than for the NWSA (2.7 compared to 2.9). The agriculture & food
processing sector, representing an extensive supply chain linking farmers,
processors, wholesalers, and various equipment and seed suppliers,
supported 220,600 jobs and $19.5 billion in business output across the state
economy in 2013, including indirect and induced effects and a jobs multiplier
of 1.7. The maritime sector, including several activities overlapping with
those of the NWSA, had an estimated jobs multiplier of 2.7. Exhibit 20
below summarizes the comparison between the NWSA and other illustrative
industries and economic activities in Washington state.
Exhibit 20. Comparison of Direct and Total Economic Impacts between The
NWSA and Other Industries and Industry Clusters in Washington State,
Various Years
Agriculture & Maritime
Aerospace The NWSA
Food Processing Sector
Study Year 2015 2013 2015 2017
Total Jobs 252,800 220,600 191,100 58,400
Direct Jobs 93,800 128,900 69,500 20,100
Direct Business Output (mils $) $68,641 $19,488 $17,142 $5,858
Total Jobs per Direct Job 2.70 1.71 2.75 2.91
Jobs/$Mil Final Demand 3.68 11.32 11.15 9.97
Note: all studies were produced by Community Attributes Inc. on behalf of each organization.
Sources: Washington Aerospace Partnership, "Washington State Aerospace Economic Impacts
2016 Update," October 2016; Washington Farm Bureau, "Washington State Agriculture &
Food Processing Economic/Fiscal Impact Study," January 2015; Washington Maritime
Federation, "Washington State Maritime Sector Economic Impact Study," April 2017;
Community Attributes Inc., 2019.
Fiscal Impacts from The NWSA Marine Cargo Activities
The economic impacts of marine cargo at The Northwest Seaport Alliance
support various state tax bases, which in turn yield tax revenues. The
businesses that directly interact with the marine cargo generate taxes
directly. The indirect and induced activities generated by both public and
private sector expenditures generate additional taxable revenue. Tax impacts
evaluated in this study include statewide business and occupation taxes,
state sales and use taxes, and various other, albeit smaller, state taxes, such
as quantity taxes.

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The direct and secondary economic activities related to marine cargo at the
NWSA generate nearly $136 million in Washington state sales and use taxes,
Washington state business and occupation taxes and other statewide taxes
(for example, public utility taxes and quantity taxes)5. This includes nearly
$107 million generated through containerized cargo related activities or more
than $28 per TEU, $8 million generated by automobile cargoes and $21
million from breakbulk, logs, and other non-containerized cargo. (Exhibit 21
and 22)
Exhibit 21. Statewide Fiscal Impacts by Segment of Activity at The
Northwest Seaport Alliance, Washington, Mils 2017$, 2017
Direct Secondary Total
Containerized Cargo $25.1 $81.7 $106.8
Automobiles $2.7 $5.3 $8.0
Breakbulk, Logs, and Other Cargo $5.5 $15.6 $21.1
Total $33.3 $102.6 $135.9
Sources: Washington State Department of Revenue, 2018; Washington State Employment
Security Department, 2018; Community Attributes Inc., 2019.
Exhibit 22. Total Statewide Fiscal Impacts of The Northwest Seaport
Alliance, Washington, Mils 2017$, 2017
Direct Secondary Total
B&O $12.5 $26.8 $39.3
Sales & Use Taxes $17.6 $66.3 $83.9
Other $3.2 $9.4 $12.6
Total $33.3 $102.6 $135.9
Sources: Washington State Department of Revenue, 2018; Washington State Employment
Security Department, 2018; Community Attributes Inc., 2019.
Fiscal impacts are also difficult to evaluate without additional context. The
aerospace industry had a total fiscal impact of $352.2 million in 2015,
adjusted to 2017 dollars. The agriculture & food processing sector supported
220,600 jobs in 2013 and had a total fiscal impact of $342.1 million. The
maritime sector, which includes several overlapping activities with the
NWSA had a total fiscal impact of $361 million in 2015. (Exhibit 23)

5 Due to limited availability of tax data at the local level, only state tax payments were estimated
for Washington state.
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Exhibit 23. Comparison of Direct and Total State Fiscal Impacts between
The NWSA and Other Industries and Industry Clusters in Washington State,
Various Years (mils 2017$)
Study Year Direct Total
Aerospace 2015 $30.4 $352.2
Agriculture & Food Processing 2013 $86.4 $342.1
Maritime Sector 2015 $115.7 $361.0
The NWSA 2017 $33.3 $135.9
Note: all studies were produced by Community Attributes Inc. on behalf of each organization.
Sources: Washington Aerospace Partnership, "Washington State Aerospace Economic Impacts
2016 Update," October 2016; Washington Farm Bureau, "Washington State Agriculture &
Food Processing Economic/Fiscal Impact Study," January 2015; Washington Maritime
Federation, "Washington State Maritime Sector Economic Impact Study," April 2017;
Community Attributes Inc., 2019.

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PORT OF S EATTLE CRUISE SHIP IN D U S T R Y, 2019

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In 2019, the Port of Seattle will host 213 calls from ten different cruise lines
and 18 ships. The industry in Seattle has grown from nearly 120,000
passengers in 2000 to an estimated 1.2 million in 2019. Passenger increases
between 2000 and 2019 represent a compound annual growth rate of 13%.
(Exhibit 24)
Exhibit 24. Passenger Embarkments, Disembarkments, and In-Transit Stops,
Port of Seattle, 2000-2019

Source: Port of Seattle, 2019
A total of seven cruise lines will homeport at the Port of Seattle, including
Holland America Line, Norwegian Cruise Line, Princess Cruises, Carnival
Cruise Lines, Royal Caribbean, Celebrity Cruises, and Oceania Cruises.
Vessels that homeport at the Port of Seattle have passengers embarking and
disembarking at the beginning and end of their trips. Homeport vessels take
on supplies, handle passenger baggage, provide shore services to passengers,
conduct maintenance, and more. For other cruise lines and vessels, the Port
of Seattle is a port of call, an intermediary stop on a cruise. Port of call
passengers typically spend less than 10 hours in Seattle, and provisioning
and maintenance activities rarely occur. In 2019, vessels will make 201
homeport calls and 11 port of call visits in Seattle.
Analytics presented in this section draw on extensive data gathered on 2017
actual cruise activities. This data was then used to develop a cruise industry
impact model capturing the various types of impacts of cruise operations to
the region, such as cruise ship local procurement, on-shore support services,
and cruise passenger on-shore spending before and after a cruise. This model
was then applied to the projected 2019 cruise schedule using the expected
number of vessels calls and passengers, based on data provided by the Port of
Seattle. Cruise industry impacts are disaggregated by: 1) cruise passenger
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spending on local goods and services; 2) crew expenditures in the local
economy; and 3) cruise operations, including payroll, procurement from local
vendors, and on-shore services. The impacts to Washington of crew onboard
cruise ships is limited to their expenditures in the local economy and only a
small portion of total crew disembark to visit the region during any vessel
call.
In 2017, the Port of Seattle commissioned the McDowell Group to conduct a
survey of cruise passengers. This survey found that 89% of respondents were
non-Washington residents. Of these, 65% spent at least four hours in Seattle
before or after their cruise.
The average length of stay among non-resident passengers staying overnight
before or after their cruise embarkment was two days. Non-resident
passengers spending time in Seattle spent an average of $850 per party precruise
and $697 post-cruise, or a total of $1,547. Categories of passenger
spending include lodging, food and beverage, entertainment, transportation,
and gifts and souvenirs. (Exhibit 25)
Exhibit 25. Average Cruise Visitor Spending in Seattle by Category, 2017
Category PreCruise PostCruise
Lodging $398 $243
Food and beverage $185 $161
Entertainment $107 $135
Transportation $94 $92
Gifts, souvenirs, clothing $62 $64
Other $4 $2
Total Average Spending $850 $697
Note: the inclusion of pre- and post-cruise spending reflects the structure of the survey deployed
by McDowell Group in 2017.
Source: Port of Seattle Cruise Passenger Survey, 2017
In 2019, Port of Seattle cruise line visitor spending is estimated to directly
generate $226.8 million in business output and will support an estimated
2,490 jobs, and $83.2 million in wages including benefits. (Exhibit 26)
Cruise staff also generate impacts in the local economy through their local
spending. Between vessel debarkations and embarkations at homeport and
port of call visits a small proportion of cruise crew spend their earned income
on food and beverage, souvenirs, and entertainment. The Cruise Lines
International Association's report "The Contribution of the International
Cruise Industry to the U.S. Economy in 2016" estimates that average crew
spending per visit is $47.06. Crew spending in 2019 is estimated to generate
$2.1 million in output in 2019, will support 30 jobs, and $0.9 million in wages
and benefits in Washington. (Exhibit 26)

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In 2019, cruise operation expenditures, including fuel, food and beverage
procurement, various onboard accommodation purchases, and maintenance,
are estimated to sum to $182.7 million. Various on-shore operations provide
services for cruises, such as on-shore cruise line staff handling boarding and
baggage, longshoremen, and Port of Seattle personnel. Additionally, tugboat
companies provide inner harbor tug assists along with various maritime
support services. In total, the on-shore operations supported by the cruise
industry in 2019 are estimated to generate business output of more than
$56.2 million.
Exhibit 26. Projected Direct Impacts by Economic Activity of Cruise
Operations at the Port of Seattle, Washington, 2019
Revenues Wages
Activity Jobs
(mils 2018 $) (mils 2018 $)
Passenger Spending 2,490 $226.8 $83.2
On Shore Staff 200 $28.4 $14.5
Maritime Services 130 $27.8 $14.2
Maintenance 90 $24.2 $7.4
Prov isioning 30 $60.2 $0.7
Fuel 20 $98.3 $1.7
Crew Spending 30 $2.1 $0.9
Total 2,990 $467.8 $122.7
Sources: Port of Seattle, 2018; Holland America Group, 2018; Norwegian Cruise Lines, 2018;
Port of Seattle Passenger Survey, 2017; Cruise Lines International Association, 2018;
Washington State Department of Revenue, 2018; Washington State Employment Security
Department, 2018; Community Attributes Inc., 2019.
The cruise industry at the Port of Seattle will directly support an estimated
nearly 3,000 jobs, with average annual wages, including benefits of nearly
$41,000. The total economic impact of cruise ships to the state economy in
2019, including direct, indirect, and induced impacts, is estimated at 5,500
jobs, $260.1 million in labor income, and $893.6 million in business output
(Exhibit 27). Based on these estimates, in 2019 each vessel call will support
a total of $4.2 million in economic activity to the region. This represents an
increase over previous Port of Seattle studies due to: 1) a revised and more
thorough 2017 study of passenger spending locally; and 2) an increase in
cruise operation expenditures in the region.

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Exhibit 27. Projected Economic Impacts of Cruise Ship Operations at the
Port of Seattle, Washington, 2019
Direct Indirect Induced Total
Jobs 3,000 1,000 1,500 5,500
Total Compensation (mils 2018 $) $122.7 $56.9 $80.5 $260.1
Business Output (mils 2018 $) $467.8 $188.3 $237.6 $893.6
Sources: Washington State Office of Financial Management, 2018; St. Louis FRED, 2018;
Community Attributes Inc., 2019.
The economic impacts of cruise operations at the Port of Seattle in 2019 will
support various state tax bases, which in turn yield tax revenues. The direct
and secondary activities of cruise operations in 2019 will generate $10.7
million in state sales and use taxes, an additional $3.8 million in business
and occupation taxes, and other statewide taxes. In total the cruise industry,
supported by the Port of Seattle, will generate an estimated $14.5 million in
statewide taxes directly and through multiplier effects in 2019. (Exhibit 28)
Exhibit 28. Projected Statewide Fiscal Impacts of Cruise Ship Operations at
the Port of Seattle, Washington, Mils 2018$, 2019
Direct Secondary Total
B&O $1.0 $1.8 $2.8
Sales & Use Taxes $6.4 $4.4 $10.7
Other $0.4 $0.6 $1.0
Total $7.8 $6.7 $14.5
Sources: Washington State Department of Revenue, 2018; Washington State Employment
Security Department, 2018; Community Attributes Inc., 2019.

PO RT OF SEATTL E, POR T OF T ACOM A & THE NW SA P AG E 25
ECONOM I C I MPACTS M A R C H 2 0 1 9

PORT OF S EATTLE COMMERCIAL F I S H I N G

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ECONOM I C I MPACTS M A R C H 2 0 1 9

The Port of Seattle owns and operates three facilities that serve as core
assets for the regional fishing industry: 1) Fishermen's Terminal; 2) the
nearby Maritime Industrial Center, or "MIC"; and 3) Terminal 91,which in
addition to serving cruise ships provides loading and offloading for some of
the region's largest fishing vessels.
The Port of Seattle is heavily utilized by a large segment of the North Pacific
Fisheries Fleet, including vessels engaged in the harvest of pollock, Alaskan
king crab, groundfish, and salmon, among many other high value species. A
smaller cohort of moored fishing vessels at Fishermen's Terminal operate in
non-Alaskan fishing grounds, including in Puget Sound and off the West
Coast of the Olympic Peninsula.
In 2017, more than 300 fishing vessels utilized Port of Seattle facilities. Of
these, 226 were identified as actively fishing in Alaskan fisheries, based on
the Alaska Commercial Fishing Entry Commission licensing data (Exhibit
29). In some cases, while a vessel may moor more frequently in other
locations (such as in Alaska or in Lake Union in Seattle), these vessels still
depend on Port of Seattle infrastructure for loading and offloading, on-dock
repairs and periodic maintenance, and provisioning.
Exhibit 29. Unique Alaskan Fisheries Licensed Vessels Utilizing Port of
Seattle Facilities, 2008-2017

Note: Some vessels utilize more than one facility throughout the course of a year. Estimates
thus report unique vessels and correct for some double-counting.
Sources: Port of Seattle, 2018; Alaska Commercial Fishing Entry Commission, 2018;
Community Attributes Inc., 2019.

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There are also various supporting and associated businesses and operations
located at Port of Seattle facilities in close proximity to the fishing fleet, such
as equipment wholesalers, associations, nearby by on-dock mechanics and
maintenance workers, maritime law firms and insurance companies, and
other services critical to the industry.
In 2017, fishing vessels that moored at Port of Seattle facilities operating in
the Alaskan fisheries generated gross earnings of more $455.0 million. An
additional $26.6 million in revenues were earned in waters outside of Alaska,
such as in Puget Sound and Washington's west coast, based on ex-vessel
wholesale value. Additional revenues were generated among various support
services and on-shore Port of Seattle tenants, including seafood processing
and cold storage facilities, services businesses at Fishermen's Terminal and
the economic output equivalent of Port of Seattle staff dedicated to serving
the industry. In total, these activities directly supported an additional $189.7
million in business output.
Factoring in all segments of commercial fishing at the Port of Seattle, these
activities generated more than $671.2 million in business output in 2017.
In 2017, an estimated 7,200 jobs were directly associated with commercial
fishing at the Port of Seattle. These included 5,100 jobs on fishing vessels,
the majority of which (4,900) operated in fisheries in Alaska. The number of
jobs across fishing vessel customers at the Port of Seattle vary widely by
vessel size and type, such as between from large, 150 crew catcher-processors
to much smaller seiners and trawlers. In some cases, notably the largest fish
processors that use Terminal 91, may primarily moor at locations outside
Port of Seattle properties, but due to the size of vessel require use of the
Port's facilities for loading and offloading.
These jobs supported labor compensation of $313.4 million in 2017. Of this,
$150.3 million were earned from fishing employment, with another $163.1
million from onshore terminal-based jobs, Port of Seattle on-site processing
and cold storage, and Port of Seattle staff positions. These estimates
represent annual averages, thus accounting for the seasonality of many (but
not all) types of fishing employment, such as work that lasts 3-6 months.
Overall, direct commercial fishing jobs supported by the Port of Seattle have
an annual average wage, including benefits, of more than $43,500 in 2017, in
part reflecting the seasonal nature of many commercial fishing jobs.

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ECONOM I C I MPACTS M A R C H 2 0 1 9

Factoring in indirect and induced impacts, the total statewide economic
impact of commercial fishing operations summed to 11,300 jobs, $543.0
million in labor income, and more than $1.4 billion in business output in
2017 (Exhibit 30).
Exhibit 30. Economic Impacts of Commercial Fishing Operations Based at
the Port of Seattle, Washington, 2017
Direct Indirect Induced Total
Jobs 7,200 900 3,200 11,300
Total Compensation (mils 2017 $) $313.4 $61.5 $168.0 $543.0
Business Output (mils 2017 $) $671.3 $270.7 $495.9 $1,438.0
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
In 2017, the direct and secondary activities supported by commercial fishing
operations based at the Port of Seattle generated a total of $8.1 million in
state sales and use taxes, $3.8 million business and operations taxes, and
$1.3 million in other state taxes. In total, commercial fishing operations at
the Port of Seattle supported $13.2 million in statewide fiscal impacts.
(Exhibit 31)
Exhibit 31. Total Statewide Fiscal Impacts of Commercial Fishing
Operations Based at the Port of Seattle, Washington, Mils 2017$, 2017
Direct Secondary Total
B&O $0.7 $3.1 $3.8
Sales & Use Taxes $0.6 $7.5 $8.1
Other $0.1 $1.2 $1.3
Total $1.4 $11.8 $13.2
Sources: Washington State Department of Revenue, 2018; Washington State Employment
Security Department, 2018; Community Attributes Inc., 2019.

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North Pacific and U.S. Fisheries
In 2017, 226 fishing vessels operating in the North Pacific Fisheries utilized
Port of Seattle facilities throughout the year, such as for periodic
maintenance and repair or loading and offloading. In 2017, gross earnings in
Alaska's fisheries totaled more than $1.0 billion.The revenues generated in
2017 by Port of Seattle vessels from fishing in Alaska$455.0 million
represented 44% of all gross earnings from the North Pacific Fisheries. Port
of Seattle fishing vessel operator customers harvested catch (Alaska and non-
Alaska) are equal to an estimated 13% by value of total U.S. commercial
fisheries in 2017 by dollar value.6
Between 2011 and 2017, Port of Seattle customers harvested between
800,000 and 1.3 million metric tons of seafood from the North Pacific
Fisheries (Exhibit 32), or equivalent gross earnings of between $259.1
million and $455.0, adjusted for inflation (Exhibit 33). Harvested tonnage
increased by more than 500% over this period, or approximately 23% per
year, based on a compound annual growth rate.
An estimated 72% of all commercially caught seafood biomass from the U.S.
North Pacific Fisheries by tonnage and value was exported.7 A large share of
pollock, salmon and other harvested biomass undergoes preliminary
processing in Alaska (removal of head and tail). It is then packed in ice and
shipped to locations in East Asia, such as several facilities in China, for
deboning, filleting, and additional value-added food processing before
reshipment back to the U.S. and other markets for final consumption.

6 Sources: State of Alaska Department of Fish & Game, 2018; National Oceanic and Atmospheric
Administration (NOAA), 2018; Community Attributes Inc., 2019.
7 This estimate is based on the weighted multi-year average, inflation-adjusted, of estimated
export value to "first wholesale value" for Alaska commercial seafood for the years 2011 to 2015.
Data come from the Alaska Seafood Marketing Institute, "Alaska Seafood Export Market
Analysis," 2016; with inflation adjustments performed by Community Attributes Inc. using GDP
implicit price deflators published by the U.S. Bureau of Economic Analysis, 2019.
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Exhibit 32. Tonnage Harvested by Port of Seattle Customers in North Pacific
Fisheries, 2011-2017

Sources: Alaska Commercial Fishing Entry Commission, 2018; Community Attributes Inc.,
2019.
Exhibit 33. Gross Earnings by Port of Seattle Customers in North Pacific
Fisheries, 2011-2017

Sources: Alaska Commercial Fishing Entry Commission, 2018; Community Attributes Inc.,
2019.

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OTHER PORT OF S EATTLE AC T I V I T I ES I NCLUDING
RECREATIONAL MA R I N A S

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ECONOM I C I MPACTS M A R C H 2 0 1 9

In addition to The Northwest Seaport Alliance operations, commercial
fishing, and cruise ships, the Port of Seattle is also home to an extensive
portfolio of real estate assets and tenants. These activities range from
recreational marinas, moorage of tugboat and barges for local common and
contract carriers, the grain facility at Terminal 86, non-maritime industrial
tenants, to the moorage of research vessels.
The Port of Seattle is home to four recreational marinas: Shilshole Marina,
Harbor Island Marina, Salmon Bay Marina, and Bell Harbor Marina. Of
these, Shilshole is the largest, with capacity for more than 1,400 vessels.
Shilshole is also home to Washington's largest liveaboard community with
capacity for 350 live-aboard vessels. Recreational marinas support various
economic activities, including marina support staff, onsite restaurants, bars
and related food services, fuel, and vessel maintenance and repair services.
Port facilities are also used for a wide variety of other activities. The Port of
Seattle offers moorage for tugs and barges, as well as research vessels.
Tenants at the Port of Seattle range from construction and architecture
companies, to manufacturers and retailers, as well as a wide variety of
services outside of those that directly handle marine cargo included under
The Northwest Seaport Alliance.
Tug and barge operators provide inter-harbor and long-distance conveying of
non-containerized cargo, such as building materials to and from marine
construction sites, shipments to Alaska, and towing of industrial equipment.
Tug and barge operators that utilize Port of Seattle facilities include Crowley
Marine Services, Foss Maritime, General Construction, Manson
Construction, and others. In total, tug, barge, and marine construction
dockage and moorage leases generated nearly $2.4 million in revenue for the
Port of Seattle in 2017.
Research vessels mooring at Port of Seattle facilities in 2017 included three
vessels operated by the National Oceanic and Atmospheric Administration,
as well as the Sikuliaq, operated by the University of Alaska. These vessels
depend upon Port of Seattle facilities for seasonal moorage between research
missions as well as essential maintenance and inspection services. These four
research vessels conduct a wide variety of research including ocean mapping
and activities to support fisheries.
The Port also owns and leases industrial lands to non-maritime tenants.
Examples include warehousing of non-containerized cargo, local
manufacturers, retail, and services.

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Exhibit 34. Estimated Direct Impacts of Port of Seattle Recreational Marinas
and Other Port Business, Washington, 2017
Business Output Labor Income
Segment Jobs
(mils $) (mils $)
Port of Seattle Tenants 2,400 $514.9 $217.6
Vessel Moorage and Barge and Tug Tenants 820 $126.0 $104.5
Recreational Marinas 200 $29.6 $13.9
Port of Seattle Staff 110 $34.0 $13.0
Bulk Cargo Operations 90 $24.3 $8.2
Total 3,620 $728.8 $357.2
Sources: Puget Sound Regional Council, 2019; Washington State Employment Security
Department, 2018; Washington State Department of Revenue, 2018; Port of Seattle, 2018;
Community Attributes Inc., 2019.
There were an estimated 200 jobs directly tied to recreational marinas, with
an associated $13.9 million in labor income and $29.6 million in output. In
total, recreational marinas and other Port of Seattle business directly
supported more than 3,600 jobs, more than $357 million in labor
compensation, and nearly $729 million in business output.
An additional 200 jobs were supported through indirect and induced impacts
from recreational marina activities. Nearly all direct impacts from
recreational marinas were attributed to Shilshole Marina. Factoring in
indirect and induced impacts, recreational marinas at the Port of Seattle
supported $65.2 million in total business output, of which $23.3 million was
through induced impacts. Total labor income impacts summed to $25.5
million (Exhibit 35).
Exhibit 35. Economic Impacts of Recreational Marinas at the Port of
Seattle, Washington, 2017
Direct Indirect Induced Total
Jobs 200 100 100 400
Total Compensation (mils 2017 $) $13.9 $3.7 $7.9 $25.5
Business Output (mils 2017 $) $29.6 $12.3 $23.3 $65.2
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.

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Other port business includes industrial and non-industrial activities and Port
tenants, ranging from bulk cargo handling and support services (such as the
grain facility at T-86), research vessels moored at Port of Seattle facilities,
construction and engineering firms with activities on Port of Seattle
facilities, cargo and barge operations with barges moored on Port property,
various non-industrial Port tenants and Port of Seattle staff supporting these
activities. In 2017, an estimated 3,400 jobs, $343.3 million in labor income,
and $699.2 million in business output were directly tied to these activities.
The total economic impact of other port business, including indirect and
induced impacts, summed to 8,400 jobs, $616.5 million in labor income, and
nearly $1.6 billion in business output (Exhibit 36).
Exhibit 36. Economic Impacts of Other Port of Seattle Business, Washington,
2017
Direct Indirect Induced Total
Jobs 3,400 1,400 3,600 8,400
Total Compensation (mils 2017 $) $343.3 $82.4 $190.8 $616.5
Business Output (mils 2017 $) $699.2 $290.6 $563.1 $1,552.8
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
Overall, the direct and secondary impacts of recreational marinas, dockage
and moorage, industrial and non-industrial Port of Seattle tenants, and all
other Port of Seattle business generated $15.2 million in state sales and use
taxes in 2017. Additionally, these impacts generated $7.7 million in other
taxes and supported through direct and secondary impacts a total of nearly
$23 million in state taxes. (Exhibit 37)
Exhibit 37. Total Statewide Fiscal Impacts of Recreational Marinas and
Other Port of Seattle Business, Washington, Mils 2017$, 2017
Direct Secondary Total
B&O $2.1 $3.9 $6.0
Sales & Use Taxes $6.0 $9.2 $15.2
Other $0.4 $1.3 $1.7
Total $8.5 $14.3 $22.9
Sources: Washington State Department of Revenue, 2018; Washington State Employment
Security Department, 2018; Community Attributes Inc., 2019.

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PORT OF T ACOMA T E N A N T S AND O THER BU S I N E S S

PO RT OF SEATTL E, POR T OF T ACOM A & THE NW SA P AG E 36
ECONOM I C I MPACTS M A R C H 2 0 1 9

The Port of Tacoma has more than 2,700 acres of real estate property. Many
tenants on those properties directly support the marine cargo operations of
The Northwest Seaport Alliance. However, the Port of Tacoma is home to a
wide range of industrial and non-industrial tenants and activities. The
Earley Business Center is home to SAFE Boats for the manufacture of their
largest boats. The Fabulich Center provides commercial office space for
tenants, including non-NWSA government employees. Other tenants utilizing
Port of Tacoma properties include Trident Seafoods, Darling International,
North West Company, Pepsi Co/Quaker, Americold, Puget Sound Energy,
and many others.
Outside of the NWSA marine cargo operations, the Port of Tacoma also
provides bulk cargo operations at the TEMCO Grain Terminal, as well as
bulk gypsum operations for the wallboard manufacturing activities of
Georgia Pacific Gypsum.
In 2017, Port of Tacoma tenant and bulk activities summed to 1,500 direct
jobs, $849.4 million in business output, and $109.8 million in labor income
(Exhibit 38).
Exhibit 38. Estimated Direct Impacts of Port of Tacoma Tenants and Other
Business, Washington, 2017
Business Output Labor Income
Activity Jobs
(mils 2017 $) (mils 2017 $)
Manufacturing 310 $135.7 $23.3
Services and Non-Industrial Tenants 620 $136.0 $44.1
Construction and Resource Operations 250 $76.6 $18.8
Port of Tacoma Government (non-NWSA) 80 $11.1 $3.6
Bulk Operations 260 $490.0 $20.0
Total 1,520 $849.4 $109.8
Note: values may not sum due to rounding. The jobs, income and output of Port of Tacoma
tenants does not include those activities among tenants that directly support the marine cargo
activities of the NWSA.
Sources: Puget Sound Regional Council, 2019; Washington State Employment Security
Department, 2018; Washington State Department of Revenue, 2018; Community Attributes
Inc., 2019.
The economic impacts of these varied non-NWSA activities on Port of Tacoma
property summed to 5,200 jobs, $326.9 million in labor compensation, and
$1.6 billion in business output. Every direct job among the Port's tenants and
other non-NWSA activities supported a total of 3.5 jobs across the
Washington state economy (Exhibit 39).

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ECONOM I C I MPACTS M A R C H 2 0 1 9

Exhibit 39. Economic Impacts of Port of Tacoma Tenants and Other
Businesses, Washington, 2017
Direct Indirect Induced Total
Jobs 1,500 1,800 1,900 5,200
Total Compensation (mils 2017 $) $114.3 $111.4 $101.2 $326.9
Business Output (mils 2017 $) $852.2 $401.0 $298.6 $1,551.7
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
The direct and secondary activities of Port of Tacoma tenants and other
business supported a total of $9.3 million in state sales and use taxes, as well
as $4.3 million in state business and occupation taxes, and an additional $1.5
million in other state taxes. In total, these activities supported a total of
$15.4 million in state taxes through direct and secondary activities. (Exhibit
40)
Exhibit 40. Total Statewide Fiscal Impacts of Port of Tacoma Tenants and
Other Business, Washington, Mils 2017$, 2017
Direct Secondary Total
B&O $1.4 $2.9 $4.3
Sales & Use Taxes $3.3 $6.2 $9.5
Other $0.5 $1.0 $1.5
Total $5.3 $10.1 $15.4
Sources: Washington State Department of Revenue, 2018; Washington State Employment
Security Department, 2018; Community Attributes Inc., 2019.

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SUMMARY OF COMBINED TOTAL IMPACTS AND CO N C L U S I O N
Activities at the Port of Seattle, Port of Tacoma, and The Northwest Seaport
Alliance have a significant impact on the statewide economy. The Northwest
Seaport Alliance directly supported 20,100 jobs in 2017 and $5.9 billion in
business output, of which the largest segment was containerized cargo
(14,900 jobs and $4.5 billion in business output). Commercial fishing,
including vessel operations tied to the North Pacific fisheries in Alaska,
directly supported 7,200 jobs and $671.3 million in business output. Other
activities at the Port of Seattle (such as recreational marinas) and Port of
Tacoma directly supported 3,600 and 1,500 jobs, respectively. The cruise
industry, treated separately in this study, is projected to directly support
3,000 jobs, more than $1.0 billion in business output, and $122.7 million in
labor income in 2019. (Exhibit 41)
Exhibit 41. Estimated Direct Impacts of Port of Seattle, Port of Tacoma, and
The Northwest Seaport Alliance, Washington, 2017 and 2019
Business Labor Income
Jobs
Output (mils) (mils)
The Northwest Seaport Alliance (2017) 20,100 $5,858.7 $1,902.7
Containerized Cargo 14,900 $4,537.6 $1,502.5
Automobiles 1,300 $308.8 $108.4
Breakbulk, Logs and Other Cargo 3,900 $1,012.2 $291.9
Port of Seattle Cruise Industry (2019, 2018$) 3,000 $467.8 $122.7
Port of Seattle Commercial Fishing (2017) 7,200 $671.3 $313.4
Port of Seattle Recreational Marinas and Other Business (2017) 3,600 $728.8 $357.2
Port of Tacoma Tenants and Other Business (2017) 1,500 $852.2 $114.3
Sources: Puget Sound Regional Council, 2019; Washington State Employment Security
Department, 2018; Washington State Department of Revenue, 2018; The Northwest Seaport
Alliance, 2018; Port of Seattle, 2018; Port of Tacoma, 2018; Community Attributes Inc., 2019.
Total economic impacts represent additional jobs, labor income, and business
output supported through upstream business-to-business transactions
(indirect) and household consumption expenditures (induced). The combined
impacts of The Northwest Seaport Alliance and other activities at each Port,
less cruise ship operations, supported 83,700 jobs, $5.5 billion in labor
income, and $17.0 billion in business output in 2017 (Exhibits 42). Cruise
operations has a 2019 projected total economic impact of 5,500 jobs, $260.1
million in labor income, and $893.6 million in business output.

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ECONOM I C I MPACTS M A R C H 2 0 1 9

Exhibit 42. Total Economic Impacts of Port of Seattle, Port of Tacoma, and
The Northwest Seaport Alliance, Washington, 2017 and 2019
Business Labor Income
Jobs
Output (mils) (mils)
The Northwest Seaport Alliance (2017) 58,400 $12,385.4 $4,018.5
Containerized Cargo 45,500 $9,722.6 $3,194.1
Automobiles 3,300 $643.4 $216.6
Breakbulk, Logs and Other Cargo 9,600 $2,019.4 $607.8
Port of Seattle Cruise Industry (2019, 2018$) 5,500 $893.6 $260.1
Port of Seattle Commercial Fishing (2017) 11,300 $1,438.0 $543.0
Port of Seattle Recreational Marinas and Other Business (2017) 8,800 $1,618.0 $642.0
Port of Tacoma Tenants and Other Business (2017) 8,400 $1,552.8 $616.5
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.
The economic impacts of the Port of Seattle, Port of Tacoma, and The
Northwest Seaport Alliance marine cargo activities and the wide variety of
other activities across the Ports of Seattle and Tacoma support various state
tax bases, which in turn yield tax revenue. Much of the private sector marine
cargo and tenant activity generates taxes directly. The indirect and induced
activities generated by both public and private sector expenditures generate
additional state sales and use taxes, business and occupation taxes, and
other taxes (public utility taxes, quantity taxes, and others). These fiscal
impacts are summarized in Exhibit 43 below.
Exhibit 43. Direct and Total Fiscal Impacts of the Port of Seattle, Port of
Tacoma, and The Northwest Seaport Alliance, Washington, 2017 and 2019
Direct (mils) Total (mils)
The Northwest Seaport Alliance (2017) $33.3 $135.9
Containerized Cargo $25.1 $106.8
Automobiles $2.7 $8.0
Breakbulk, Logs and Other Cargo $5.5 $21.1
Port of Seattle Cruise Industry (2019, 2018$) $7.8 $22.9
Port of Seattle Commercial Fishing (2017) $1.4 $13.2
Port of Seattle Recreational Marinas and Other Business (2017) $8.5 $22.9
Port of Tacoma Tenants and Other Business (2017) $5.3 $15.4
Sources: Washington State Office of Financial Management, 2018; Community Attributes Inc.,
2019.

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ECONOM I C I MPACTS M A R C H 2 0 1 9

AP P E N D I X
Data Sources
Analysis in this report drew on various local, state, and federal data sources.
Descriptions of each source are listed below.
Quarterly Census of Employment and Wages (QCEW). Payroll
employees and wages, excluding benefits, by industry. Sources include
the U.S. Bureau of Labor Statistics and Washington State
Employment Security Department.
Puget Sound Regional Council (PSRC). The PSRC maintains a
database of QCEW records for employers with establishments in King,
Kitsap, Pierce, and Snohomish Counties. The PSRC conducts a further
review of geocoded business establishments to improve accuracy of
employment location assignments. Data was collected through several
custom data requests to the PSRC, using GIS shapefiles and unified
business identification codes, or UBIs, for specific queries of this
database. For example, the number of jobs by industry code on Ports of
Tacoma and Seattle properties. PSRC data also includes estimated
self-employment per industry, in addition to QCEW records.
Gross Business Income. Gross receipts by North American Industry
Classification System (NAICS) code reported by the Washington State
Department of Revenue.
Washington State Input-Output Model. The Washington State
Office of Financial Management publishes a state-specific inputoutput
model designed to reflect the unique dynamics and
complexities of the Washington state economy. This model also
includes estimated average total compensation per employee per
industry sector.
Customs Data on Trade Flows. Data on value and weight of
shipments in total and by commodity or merchandise good from the
U.S. Census Bureau, reported by port district.
Tenant Activities. Gathered from Port of Seattle, Port of Tacoma,
and The Northwest Seaport Alliance staff, including locational data
for mapping.
Port of Seattle Marine Vessel Customers. Moorage period and
duration by vessel, including commercial fishing vessels and research
vessels, provided by the Port of Seattle.
PIERS Container Shipments Data. Provided by the NWSA staff,
including TEU breakouts by commodity and origin/destination,
including domestic cargo and empty containers.
Alaska Licensed Fishing Vessel Data. Alaska Commercial Fishing
Entry Commission licensing data, with detailed information by vessel
PO RT OF SEATTL E, POR T OF T ACOM A & THE NW SA P AG E 41
ECONOM I C I MPACTS M A R C H 2 0 1 9

for gears and other key attributes per vessel licensed to conduct
commercial fishing operations in Alaskan waterways. The Alaska
Department of Fish & Game ran custom queries of this database for
vessels with reported moorage at Port of Seattle facilities in 2017.
Custom aggregations included gross earnings by dollar value and
weight (pounds) of harvested biomass in Alaskan waters.
Ex-vessel value of catch for fishing vessels. National Oceanic and
Atmospheric Administration data on ex-vessel biomass harvest by
weight and dollar value by port.
Longshoremen hours. Published by the Pacific Maritime
Association.
Port of Seattle Cruise Schedule, Passengers, and Passenger
Survey. The Port of Seattle maintains records for the actual cruise
schedule, disembarkments, embarkments, and in-transit stops.
Additionally, the Port of Seattle has the projected passenger count and
schedule for the 2019 cruise season in Seattle. The Port of Seattle also
commissioned a survey of passengers by the McDowell Group in 2017.
Reports and studies. Including those published by the Cruise Line
Industry Association and Alaska Seafood Marketing Institute.
Data sources were supplemented by interviews with industry stakeholders
and experts, as well as Port of Seattle, Port of Tacoma, and The Northwest
Seaport Alliance staff as necessary.

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ECONOM I C I MPACTS M A R C H 2 0 1 9

Economic Impact Modeling
Economic impacts include the following components and concepts:
Business output. The economic value of business and operations
activities. Similar to business revenues, but also includes the revenueequivalent
value of government operations, such as the revenue
contributions of Port of Seattle staff supporting various fishing
operations. Business output is the common, accepted term in economic
impact modeling.
Labor income. Estimated total compensation earned from
employment, inclusive of wages plus additional monetary benefits,
such as the value of healthcare insurance.
Direct impacts, representing jobs, income (wages and benefits), and
revenues, or output, directly associated with Port of Seattle, Port of
Tacoma, and The Northwest Seaport Alliance activities. The definition
and measurement of direct activities varies across lines of business,
discussed further below. Direct impacts are measured in jobs, labor
income, and business output.
Indirect impacts, encapsulating the economic benefit and
employment supported through upstream business-to-business
transactions and supply chain purchases from supporting industries.
Indirect impacts are measured in jobs, labor income, and business
output.
Induced impacts are the wider economic benefits supported through
the spending of labor income received through the direct and indirect
employment on household consumption throughout the broader
economy. For example, the spending of earned income among
longshoremen on groceries, restaurants, and household goods. Induced
impacts are measured in jobs, labor income, and business output.
Total economic impacts refer to the combined impacts of direct,
indirect, and induced impacts, measured in jobs, labor income, and
business output.
Total statewide fiscal impacts refer to the state-level tax revenues
generated through payments of business and occupation, sales and use
tax, and other taxes and fees from direct business output and
additional state taxes supported through indirect and induced
business output.
The Washington State Input-Output Model was used to estimate indirect and
induced impacts. This model is published by the Washington State Office of
Financial Management every five years, with subsequent annual updates to
labor income and industry-specific deflators. The model is built in
collaboration across multiple state agencies, leveraging confidential data
records, surveys, and the U.S. Benchmark Input-Output Table published by
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the U.S. Bureau of Economic Analysis. The intensive use of state-specific
industry data improves the model's overall representation of the Washington
state economy and the complexities and dynamics unique to Washington
state.
Defining Direct Impacts
Each line of business across both Ports entails a specific methodology and
definition for direct impacts. These methods and definitions are described
below.
Containerized Cargo through The Northwest Seaport Alliance
All activities involved in the direct handling of containerized cargo until after
the point where such cargo either leaves the state or is reformatted into a
non-marine container. This definition thus includes stevedoring operations
and longshoremen; shipping companies; intermodal transportation
operations (such as rail); short- and long-haul trucking of marine containers
(including drayage); tug services for inbound and outbound container vessels;
marine support services; and transloading, warehousing, and logistics
operations.
Automobile Shipments through The Northwest Seaport Alliance
All activities engaged in the movement of imported automobiles at the Port of
Tacoma. This definition thus includes stevedoring operations and
longshoremen; shipping companies; intermodal transportation operations
(such as rail); short- and long-haul trucking of marine containers (including
drayage); tug services for inbound and outbound car carrier vessels; marine
support services; and transloading, warehousing, and logistics operations.
Breakbulk, Logs, and Other Non-Containerized Marine Cargo
Under The Northwest Seaport Alliance
Activities involved in the direct handling of breakbulk, logs and lumber, and
liquid bulk. This definition thus includes stevedoring operations and
longshoremen; shipping companies; intermodal transportation operations
(such as rail); short- and long-haul trucking of marine containers (including
drayage); tug services for inbound and outbound vessels; marine support
services; and transloading, warehousing, and logistics operations. either for
import or export, such as longshoremen services, terminal operations,
trucking, and warehousing either directly prior to shipment or immediately
after arrival.
Port of Seattle Cruise Operations
Cruise ship operations direct impacts are defined as including: 1) estimated
cruise ship passenger spending in the region before and after a cruise, such
as on local hotels, souvenirs, restaurants, and other goods and services; 2) on-
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shore support services, such longshoremen loading and unloading cruise
cargo; 3) crew member on-shore spending; and 4) cruise vessel local
procurement of provisions, such as food, alcohol, and other purchases.
Port of Seattle Commercial Fishing
Commercial fishing activities include: 1) fishing vessels identified as Port of
Seattle customers for moorage and facility services at Fishermen's Terminal,
T-91, and the Marine Industrial Center; and 2) on-shore businesses located
at Fishermen's Terminal. Any fishing vessel that utilizes Port of Seattle
facilities throughout the year is counted as part of direct activities. In some
cases, vessels may only utilize these facilities for a short period or only
periodically over several years, of which some time in 2017 happened to be
one such instance. These vessels, and the economic activities associated with
their operations, are still treated as "direct,"because access to the Port of
Seattle's facilities is viewed as essential to their operations. Similarly, there
are some larger fish processor vessels that periodically use T-91 for loading
and offloading, but moor off-season primarily at other locations, such as
private facilities in Lake Union in Seattle. These vessels are also counted
among direct operations because of the essential importance of Port of
Seattle facilities to their business as a customer.
Other Port of Seattle Business Including Recreational Marinas
All other Port-based businesses and operations, including tenants, research
vessels, barge operations, and activities at the Port of Seattle's recreational
marinas. This definition excludes all tenant, tug, and barge activities that
are included within the direct activities associated with The Northwest
Seaport Alliance marine cargo.
Port of Tacoma Tenants and Other Business
All other Port of Tacoma tenants excluding activities that are directly
associated with the marine cargo under The Northwest Seaport Alliance.
This category includes Port-based manufacturers, the grain terminal, and
other businesses.

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Economic Value of The Northwest Seaport Alliance
Marine Cargo Broken Out by Each Harbor
The economic impacts of the NWSA, Port of Tacoma, and Port of Seattle can
be further disaggregated between the two Ports. The Port of Seattle includes
commercial fishing, cruise ship operations, recreational marinas and other
port business, Sea-Tac International Airport, and the share of the NWSA
cargo activities at the North Harbor. The Port of Tacoma includes the
NWSA's South Harbor operations and non-NWSA Port of Tacoma tenants
and other port business, including the grain terminal and port-based
manufacturers.
Exhibit A1 below summarizes the NWSA activities broken out across each
harbor.
Exhibit A1. Estimated Direct Impacts of Marine Cargo by Harbor, The
Northwest Seaport Alliance, 2017
Business Output Labor Income
Jobs
(mils 2017 $) (mils 2017 $)
North Harbor 7,160 $2,157.8 $709.3
Containerized Cargo 6,690 $2,036.0 $674.1
Automobiles 0 $0.0 $0.0
Breakbulk, Logs and Other Marine Cargo 470 $121.8 $35.1
South Harbor 12,950 $3,700.9 $1,193.4
Containerized Cargo 8,210 $2,501.6 $828.3
Automobiles 1,330 $308.8 $108.4
Breakbulk, Logs and Other Marine Cargo 3,410 $890.5 $256.8
The NWSA Total 20,100 $5,858.7 $1,902.7
Sources: The Northwest Seaport Alliance, 2018; Port of Seattle, 2018; Port of Tacoma, 2018;
Community Attributes Inc., 2019.

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Port of Seattle Economic and Fiscal Impacts by Line of
Business, 2017 and 2019
Impacts are further disaggregated by each port. Exhibits A2, A3, and A4
report the estimated direct and total economic and fiscal impacts across each
lines of business for the Port of Seattle. The economic impacts of Sea-Tac
International Airport are also included, along with the projected impacts of
cruise ship operations for year 2019 (reported in 2018 dollars). It should also
be noted that an estimated 8.6% of air passenger through Sea-Tac
International Airport during the cruise season are cruise passengers. In
addition to different years, there is some overlap in impacts across these two
segments as result in the table below. To account for the overlap between the
two lines of business in visitor spending impacts, the direct output impacts of
the airport should be reduced by nearly $11.2 billion in direct business
output and a total economic impact of $21.9 billion.
Exhibit A2. Estimated Direct Impacts by Lines of Business, Port of Seattle,
2017 and 2019
Business Output Labor Income
Jobs
(mils) (mils)
The NWSA North Harbor Marine Cargo (2017) 7,160 $2,157.8 $709.3
Sea-Tac International Airport (2017)* 87,300 $11,481.3 $3,650.8
Cruise Industry (2019, 2018$) 3,000 $467.8 $122.7
Commercial Fishing (2017) 7,200 $671.3 $313.4
Recreational Marinas and Other Business (2017) 3,600 $728.8 $357.2
Note: * Direct impacts of Sea-Tac International Airport are sourced from the Port of Seattle's
Sea-Tac International Airport Economic Impacts study, August 2018.
Source: Community Attributes Inc., 2019.
Exhibit A3. Total Economic Impacts by Line of Business at the Port of
Seattle, Washington, 2017 and 2019
Business Output Labor Income
Jobs
(mils) (mils)
The NWSA North Harbor Marine Cargo (2017) 21,600 $4,605.4 $1,506.3
Sea-Tac International Airport (2017)* 151,400 $22,477.9 $7,099.5
Cruise Industry (2019, 2018$) 5,500 $893.6 $260.1
Commercial Fishing (2017) 11,300 $1,438.0 $543.0
Recreational Marinas and Other Business (2017) 8,800 $1,618.0 $642.0
Note: * Total economic impacts of Sea-Tac International Airport are sourced from the Port of
Seattle's Sea-Tac International Airport Economic Impacts study, August 2018.
Source: Community Attributes Inc., 2019.

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Exhibit A4. Direct and Total Statewide Fiscal Impacts by Line of Business at
the Port of Seattle, Washington, 2017 and 2019
Direct (mils) Total (mils)
The NWSA North Harbor Marine Cargo (2017) $33.3 $135.9
Port of Seattle Sea-Tac International Airport (2017)* $236.3 $415.0
Port of Seattle Cruise Industry (2019, 2018$) $7.8 $22.9
Port of Seattle Commercial Fishing (2017) $1.4 $13.2
Port of Seattle Recreational Marinas and Other Business $8.5 $22.9
(2017)
Note: * Direct and total fiscal impacts of Sea-Tac International Airport are sourced from the
Port of Seattle's Sea-Tac International Airport Economic Impacts study, August 2018.
Source: Community Attributes Inc., 2019.

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Port of Tacoma Economic and Fiscal Impacts by Line of
Business, 2017
Exhibits A5, A6, and A7 report the estimated direct and total economic and
fiscal impacts of the Port of Tacoma for each line of business.
Exhibit A5. Estimated Direct Impacts by Line of Business, Port of Tacoma,
2017
Business Output Labor Income
Jobs
(mils) (mils)
The NWSA South Harbor Marine Cargo 12,950 $3,700.9 $1,193.4
Port of Tacoma Tenants and Other Business 1,500 $852.2 $114.3
Port of Tacoma Total 14,450 $4,553.1 $1,307.8
Source: Community Attributes Inc., 2019.
Exhibit A6. Total Economic Impacts by Line of Business, Port of Tacoma,
2017
Business Output Labor Income
Jobs
(mils) (mils)
The NWSA South Harbor Marine Cargo 36,900 $7,780.0 $2,512.2
Port of Tacoma Tenants and Other Business 5,200 $1,551.7 $326.9
Port of Tacoma Total 42,100 $9,331.8 $2,839.1
Source: Community Attributes Inc., 2019.
Exhibit A7. Direct and Total Statewide Fiscal Impacts by Line of Business at
the Port of Tacoma, Washington, 2017
Direct (mils) Total (mils)
The NWSA South Harbor Marine Cargo $21.4 $85.4
Port of Tacoma Tenants and Other Business $5.3 $15.4
Port of Tacoma Total $26.6 $100.8
Source: Community Attributes Inc., 2019.

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Annual Income Comparisons by Line of Business and
Segment
Total annual average direct income for each line of business is presented
Exhibit A8. Containerized cargo employment, on average, provides the
highest annual compensation among all lines of business and segments
across both Ports and The Northwest Seaport Alliance. The overall average
estimated annual total compensation for the NWSA was $94,700 for 2017.
The Port of Seattle cruise average labor income estimates are included in
Exhibit A8, but represent projected incomes for 2019, reported in 2018
dollars, so are not directly comparable to other segments shown.
Exhibit A8. Average Annual Labor Income by Line of Business and
Segment, Port of Seattle, Port of Tacoma, and The Northwest Seaport
Alliance, Washington, 2017 and 2019
Average
Income
The Northwest Seaport Alliance (2017) $94,662
Containerized Cargo $100,837
Automobiles $83,355
Breakbulk, Logs and Other Cargo $74,840
Port of Seattle Sea-Tac International Airport (2017)* $41,819
Port of Seattle Cruise Industry (2019, 2018$) $40,899
Port of Seattle Commercial Fishing (2017) $43,524
Port of Seattle Recreational Marinas and Other Business (2017) $99,217
Port of Tacoma Tenants and Other Business (2017) $76,225
Note: * Average income of Sea-Tac International Airport are sourced from the Port of Seattle's
Sea-Tac International Airport Economic Impacts study, August 2018.
Source: Community Attributes Inc., 2019.

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