was developed into another modern container facility, Terminal 115, as was the old grain elevator site at South Hanford Street. That grain elevator was effectively replaced by the new Pier 86 Grain Terminal at the foot of Queen Anne Hill southeast of Smith Cove. Continued growth Naturally, advantages were not always on Seattle's side. For example, Totem Ocean Trailer Express (now TOTE Group), founded in 1975, opted to base it's shipments to Alaska out of Tacoma, where land was cheaper and room for expansion less likely to be an issue. 1975 also was the end of many decades of weekly United Brands banana-boat arrivals in Seattle: since then, bananas have arrived in Seattle by rail or truck. And for cargoes coming into the U.S. from East Asia, Seattle, in the relatively sparsely populated Pacific Northwest would always have a disadvantage in competing with the Port of Long Beach and of Los Angeles in populous Southern California. But, in general, the Port continued to expand. The TOTE loss spurred the Port to acquire and stockpile more land along the Duwamish. The Port built a container facility at Terminal 25 for American President Lines (APL), and an assembly facility for foreign cars at Terminal 115. Terminal 28 (later incorporated into Terminal 30) was expanded by for Nissan, and Seattle became a major port of entry for Datsun vehicles. In 1976, the Port reacquired Piers 90 and 91 at Smith Cove from the Navy and focused them, at least initially, on Asian trade. In April 1979, COSCO's Liu Lin Hai docked at Pier 91, then proceeded to Terminal 86 to take on a cargo of American grain bound for China, thereby becoming the first ship from the People's Republic of China ever to visit a U.S. port. Years later, the Port invested in a major cold storage facility and Pier 91, which paid off handsomely when Japan dropped a 1971 ban on fruit imports from Washington. Pier 91 became the chief export point for Washington apples to Japan. The Port further expanded in the 1980s, with the growth of the China trade and the Port's increased capacity for intermodal transport, with containers transferring between ships and trucks, but especially between ships and rail. Although some carriers shifted operations from Seattle to Tacoma, this was more than compensated by acquisition of new business and the growth of shipping by some of the carriers who