Meanwhile, the port facilities needed to support containerization changed. One effect was the decline of some ports and the rise of others. At the Port of San Francisco, the former piers used for loading and unloading were no longer required, but there was little room to build the vast holding lots needed for storing and sorting containers in transit between different transport modes. As a result, the Port of San Francisco virtually ceased to function as a major commercial port, but the neighboring Port of Oakland emerged as the second largest on the US West Coast. A similar fate occurred with the relationship between the ports of Manhattan and New Jersey. In the United Kingdom, the Port of London and Port of Liverpool declined in importance. Meanwhile, Britain's Port of Felixstowe and Port of Rotterdam in the Netherlands emerged as major ports. In general, containerization caused inland ports on waterways incapable of receiving deep-draft ship traffic to decline in favor of seaports, which then built vast container terminals next to deep oceanfront harbors in lieu of the dockfront warehouses that had formerly handled break bulk cargo. With intermodal containers, the jobs of packing, unpacking, and sorting cargoes could be performed far from the point of embarkation. Such work shifted to gigantic warehouses in rural inland towns, where land and labor were both much cheaper than in oceanfront cities. This fundamental transformation of where warehouse work was performed freed up valuable waterfront real estate near the central business districts of port cities around the world for redevelopment and led to a plethora of waterfront revitalization projects (such as warehouse districts).