C^it-V #tfc/&3 UNITED STATES SEAPORTS ATLANTIC COAST PORT SERIES PART 1 AUGUST 1963 U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION UNITED STATES SEAPORTS ATLANTIC COAST PORT SERIES PART 1 U.S. DEPARTMENT OF COMMERCE Luther H. Hodges, Secretary MARITIME ADMINISTRATION Maritime Administrator, Donald W. Alexander Deputy Maritime Administrator, J. W. Gulick Prepared by Office of Program Planning Howard J. Marsden Chief, Division of Ports August 1963 For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C., 20402 - Price $ 1 .00 U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION in REPLY refer TO: WASHINGTON 25. D.C. L2ll—2 ' 1PP SUBJECT: Part 1, Port Series- United States Seaports - Atlantic Coast TO : Maritime Administrator, Maritime Administration, Department of Commerce Section 8 of the Merchant Marine Act of 1920 requires the Maritime Admin- istration in cooperation with the Secretary of the Army, Department of Defense, to investigate port facilities and the flow of commerce through ports in order to encourage their use by vessels engaged in the domestic and foreign trade of the United States. Under a revised cooperative arrangement with the Board of Engineers for Rivers and Harbors, Corps of Engineers, this volume of Part 1, Port Series en- titled United States Seaports - Atlantic Coast has been completed. In accord- ance with the agreement between the two agencies, the information on port administration ; Federal functions and services; port and terminal rates, ser- vices, and charges; labor contracts, rules, benefits, wage rates and related data; foreign and domestic trade; port development and port-related technical studies and research programs; and policy and legal action taken by the Federal Government affecting the port industry was prepared by William C. Adams and Donald D. Allen of the Division of Ports. The Corps of Engineers separately prepare and publish Part 2 of the Port Series, consisting of individually numbered volumes as described in the Fore- word hereof. In view of the value of the information to commerce and to shipping inter- ests and the public, it is recommended that the subject material, the manu- script of which is transmitted herewith, be approved for publication in order that it may be readily available to interested parties at an early date. Chi ef, Divi sion of Ports Approved : 1: (/ J. ¥. Gulick Acting Maritime Administrator Enclosure This publication is the second of a series of three publications contain- ing data of value to commerce and shipping interests. These publications pre- sent data on port administration; Federal functions and services; port and terminal rates, services, and charges; labor contracts, rules, benefits, wage rates and related data; foreign and domestic trade; port development and port- related technical studies and research programs; and policy and legal actions taken by the Federal Government affecting the port industry. Each publication covers a complete geographical area, as follows : Part 1, Port Series - United States Seaports - Alaska, "Pacific Coast and Hawaii Part 1, Port Series - United States Seaports - Atlantic Coast Part 1, Port Series - United States Seaports - Gulf Coast The Maritime Administration, U. S. Department of Commerce, is charged by law with responsibilities in connection with the maritime affairs of the United States. These functions include the award of construction-differential and operating-differential subsidies; the construction, repair and operation of merchant ships; and maintenance of reserve fleets of Government- owned merchant ships. The responsibilities also include the making of rules and regulations with respect to the foregoing functions. In the field of port development, it is the responsibility of the Maritime Administration to further the development of ports in the United States. The object is to promote the commerce of the United States by the development of ports and transportation facilities in connection with ocean shipping. The functions include matters concerning the administration, operation, and physi- cal development of ocean ports; investigation of regions tributary to ports, taking into consideration the economics of transportation by rail, water, and highway, and the natural direction of the flow of commerce; rendering required technical advice and assistance to communities and public port bodies; and re- presenting the U. S. Government in the technical field of ports. Under authority of Section 8 of the Merchant Marine Act of 1920, the infor- mation in the present Port Series covers the principal U. S. Coastal and Great Lakes Ports. The publications covering the Great Lakes Ports have been pre- pared by the Corps of Engineers, and the publications on the coastal ports were prepared jointly by the Maritime Administration and the Corps of Engineers. Under a revised cooperative agreement between the two agencies - in an effort to provide for more nearly current data - the information on port admin- istration; Federal functions and services; port and terminal rates, services, and charges; labor contracts, rules, benefits, wage rates and related data; foreign and domestic trade; port development and port-related technical studies and research programs; and policy and legal actions taken by the Federal Govern- ment affecting the port industry will be prepared and published as Part 1 by the Division of Ports, Maritime Administration, U. S. Department of Commerce. Information on port and harbor conditions and facilities is prepared and pub- lished in individually numbered publications as Part 2 by the Domestic Ports Branch, Board of Engineers for Rivers and Harbors, Corps of Engineers, U. S. Army. The Part 1 reports, consisting of a single volume for each coastal region, are designed to meet the requirements of the Department of Commerce in con- nection with the duties assigned by Congress. They also provide necessary and vital data for other governmental departments, to commerce, to shipping inter- ests, and to others interested in the "broad field of transportation. Both the geographical description of the coastal area and general port data are included. The tabulation on general port data gives the name of each individual port, location, population, tidal range, weather data, annual pre- cipitation, and the deepest draft of vessels using the port. The discussion on port administration reveals the different types of port- governing bodies, how they are organized, and how they function. In this en- deavor interest is centered in the coordination of activities connected with the development, construction, maintenance, regulation or operation of the harbor and other aspects of port administration. As can be readily seen, the activities cf a local port administrative body are subject to many variations, depending upon the size of the port, the number of functions to be performed, and the scope of the port's legal juris- diction. Although the primary responsibility for port administration is that of local authorities, there are a number of federal agencies whose activities in the development and operation of ports are substantial. Some of these activi- ties relate to the development and improvement of the conditions in port areas, namely, harbor channels and facilities for the conduct of shipping, whereas others relate to the regulation of ships, cargo, passengers, personnel and baggage as they enter and clear the ports. The role played by each Federal agency at the ports has been reviewed briefly. The discussion of port and terminal rates and port services and charges covers the definition of rates for pilotage and towage, wharfage and dockage, free time and demurrage, port services and charges, and miscellaneous port and terminal charges. The presentation has been accomplished by examining representative tariffs and regional agreements and making comparative tabula- tions . The scope of the waterfront labor coverage includes a discussion of union contracts, rules, benefits, wage rates and other related data, as well as a presentation in tabular form of local exceptions at the individual ports. The discussion concerning labor has been confined to the receiving of cargo at the pier or terminal from ship or shore. This includes the unloading of cargo from the ship's hold and thence movement to the place of rest on the pier or in the transit shed, or the reverse, i.e., the movement from the place of rest on the pier or in the transit shed to ships ide and thence loading into the ship's hold. Local labor agreements at individual ports on the Atlantic Coast have been included where there are exceptions to the basic union contracts. The foreign and domestic trade tables presented are factual statements about the i960 and 1959 trade moving in foreign and domestic commerce in the Atlantic area. The figures presented are based on statistics which were com- piled by the Corps of Engineers for public use and serve to illustrate a rea- sonable measure of port activity and trade comparison in the two-year period. Progress in the field of port development, as presented in this report, has been illustrated by a reviev of the extensive planning programs under- taken by the various ports. These programs are especially significant with respect to the importance attached to the condition of a port's commerce and the influence that the latter exerts on the overall economy of the port dis- trict. Where applicable, outstanding examples of new ideas in port terminal design and construction have been cited. A range of selected technical studies and research activities affecting the port industry have been included to show the advances which are being made to improve methods of handling waterborne commerce, a field in which the whole transportation industry plays such an important role. Also presented are several of the more important legal decisions, either final or pending, which reflect the policies of and the legal actions taken by the Federal Maritime Commission with respect to regulation of the port industry. Letter of Approval ii Foreword iii Map viii GENERAL General Description - Coastal Areas 1 Table I - General Port Data 20 Port Administration 21 Table II - Classification of United States Port Authorities by Function, Political Status, and Organization 22 Table III - Port Administration 2h Federal Services 28 Table IV - Availability of Federal Services at Individual Ports . . 37 Port and Terminal Rates, Services and Charges kk Definition of Services and Charges Assessed Against Vessels and/ or Cargo k6 Selected Tariff Listings , 50 Table V - Wharfage and Dockage Charges 53 Table VI - Pilotage Rates 55 Table VII - Towage Charges for Docking or Undocking 58 Table VIII - Free Time and Demurrage Charges 6h Table IX - Loading and Unloading Charges on Miscellaneous Cargoes N.O.S. (indirect Movement) 65 Miscellaneous Rates and Charges 67 Table X - Rates for Water and Electricity 68 Regulation of Terminal Rates and Practices 70 Local Port Rules and Regulations 84 Longshore Labor 100 Table XI - International Longshoremen's Association Established Locals 104 Table XII - Longshore Labor Normally Available - By Men and Gangs . 106 Table XIII - North Atlantic Ports - I96O-I96I - Longshore and Allied Workers Wage Rates - Hourly Straight Time, Overtime and Penalty Cargo Rates 108 Table XIV - South Atlantic Ports - I96O-I96I - Longshore and Allied Workers Wage Rates - Hourly Straight Time, Overtime and Penalty Cargo Rates HI Table XV - North Atlantic Ports - Clerks, Checkers, Talleymen and Timekeepers - Straight Time, Daily and Weekly- Wage Rates; Hourly Overtime Rates 114 - vi - CONTENTS (Continued) Table XVI - South Atlantic Ports - Clerks, Checkers, Talleymen and Timekeepers - Hourly Straight Time and Overtime Wage Rates 117 Table XVII - General Maintenance, Mechanical and Miscellaneous Workers; Ship Cleaners. Horse and Cattle Fitters, Grain Ceilers and Marine Carpenters - Straight Time and Overtime Wage Rates 119 Table XVIII - North Atlantic Ports - I96O-I96I - Minimum Work Guarantees Under General Cargo Agreements 125 Table XIX - South Atlantic Ports - I96O-I96I - Minimum Work Guarantees Under General Cargo Agreements 128 Table XX - Legal Longshore Holidays * 130 Table XXI - Standard Ship Gangs 132 Foreign and Domestic Trade Definitions of Waterborne Commerce Terms . . 133 Waterborne Commerce 13^ Table XXII - Totals of Waterborne Commerce for i960 and 1959 . . . 137 Table XXIII - Grain 138 Table XXIV - Petroleum 139 Table XXV - Coal 140 Table XXVI - Paper and Paper Products l4l Table XXVII - Wood and Wood Products 1^2 Table XXVIII - General Cargo 1^3 Table XXIX - All Other Commodities ikk Port Development 1^5 Technical Studies and Research Programs Affecting the Port Industry . . 159 Policy and Legal Actions Taken by the Federal Maritime Commission Affecting the Port Industry 165 List of Current Reports 169 MARITIME ADMINISTRATION DEPARTMENT OF COMMERCE If k^f CANADA J \ ME. ^\ / / <^K / \ VT. f \ ^PORTLAND ^v c*v_<^ "VwX **/s (k (N.H.\i 0RTSM0UTH 1 WIS (// \^X-^~^^ . (^BOSTON f ** ^roZ-?^ FflLL RIVER \MICH. Y r^f/ ^^^^\ Vr^W^OVIDENCE \CUJ">^15eW LONDON ">~~l/^X < " eRI0GE PORT ^ I £-p-NEW YORK HARBOR ^. \)tr7f-TRENT0N ^^r+CAMDEN (^ IOWA J ^ V p^^~^ \ PA. f ILL. MO J OHIO U^t^^MO^ IND 1 J /^p|4- ( K- ^S^.Mh. f ^$ / / \ / VA. c^g ^V^BALTIMORE ^3 ^/-WASHINGTON Q) "CTAI-EXANORIA ^ LaRICHMOND JJ-HOPEWELL " — K Y ' /^^ __^-^C^ ^SXS-PORTSMOUTH "*" /^ N.C ^ Us TENN. r^ — ^_-^\ A WMOREHEAD CITY ^ —————~x — ^C ^\>/*' L rflNGTON \ ARK. / \ ^\ SC Aorgetow 1 ^ \ _ . \ ^CHARLESTON \ GA - W?%RT ROYAL ALA. V VsAVANNAH * * \ MISS. / S ^BRUNSWICK v LA. / \ r~^FERNANDINA \ V ^~> "^ \ \ <" \Jj) CANAVERAL OF ^2 \ F ° RT P,E " C \fc A PALM SEA \ i PORT EVE LOCATION MAP JSLADES SCALE OF MILES Q U <~ T — =£■ "?° g. GENERAL DESCRIPTION - COASTAL AREAS HISTORICAL SUMMARY Along its entire length, from Eastport, Maine, to Key West, Fla. , the U.S. Atlantic Coast is a beehive of maritime activity. Endowed with an abun- dance of ports, harbors, and river routes reaching inland, it also possesses the sheltered Atlantic Intracoastal Waterway running from Massachusetts to Florida. If the early explorers and settlers who discovered and colonized America were to return today, they probably would note few visible changes in the Atlantic coastal channels and waterways. But if they could look beneath the water's surface, they would see evidence of major changes. These changes are among the Nation's great assets, for they represent the improvements which make our ports and waterways safer, easier to navigate, and more profitable. Such improvements include widening, straightening, and deep- ening channels; dredging anchorages; removing dangerous obstructions; and pro- viding for the protection of riverbanks and shorelines from erosion. Not all the waterway changes are invisible, however. The ports, the cities and com- munities created by the ports, the industries lining the navigable waterways, canals and cutoffs, and the jetties and breakwaters protecting the harbors are among the many visible assets to be noted at scores of points along the Atlantic Coast and bordering the shores of its bays and the banks of its rivers. In the development of our vast transportation industry, the ports of the Atlantic Coast have played a pre-eminent role. Many began as trading posts and later became pioneer outfitting points, which grew rapidly into bustling centers of activity. During the l8th century and the early 19th century, the port was the door- way to a seemingly endless expanse of land, comprised of fertile valleys, roll- ing hills, and tall timbers. It was a point of exchange where manufactured products and supplies were brought in, and produce from the hinterland was ship- ped out. It was the focal point of a virile and exuberant frontier. With increasing population and commerce, and particularly with the develop- ment of steam-powered vessels toward the end of the l8th century, the ports grew into prominent commercial and industrial centers. During that period, few cities were built off the line of water transportation. Steam power, however, also brought the railroad. This powerful and efficient means of transport soon penetrated the hills, plains, and valleys of the nation. During the First World War, ocean water transportation was stepped up to meet a transportation emergency. Domestically the barge, which had made its appearance as an adjunct to the packet boat about a half a century before, proved to be a versatile instrument for transporting large-volume bulk cargoes. Since that time, ocean and inland water transportation have continued to be highly important in stimulating the economy of the Nation and in the movement of men and materiel in time of emergency. In relatively recent years, huge programs of dredging and construction of port facilities and related industries have been accomplished adjacent to our ports and waterways. As a result, waterborne commerce has shown a steady growth. This growth is of great significance to our ports, for the activity in construc- tion of port facilities and waterside industries is presently at a record high. As history has demonstrated, geographical location was a vital factor in the development of ports. If a port was located on the crossroads of trans- portation avenues, it was in an enviable position. A port located in the heart of an expanding agricultural community, and at the same time serving as the gateway to westward expansion, was certain to become a flourishing transporta- tion center. The advantages of geographical location, though tremendously significant a century ago, were eventually overcome by other economic influences. The location of raw materials — of first importance in the basic types of indus- try—no longer determines the location of factories. Through the medium of ships, barges, rail cars, and trucks materials are transported to the industry. The impact of research and technology and the momentum of the present economy promises to increase considerably our gross national product in the next few years. Such growth in our economy will require a substantial increase in the output of minerals, fuels, and basic agricultural products in the space of 10 to 20 years. Our economic progress will depend upon making these basic materials avail- able to industry by the most efficient means which can be devised. Steel mills will require iron ore, coal and limestone; chemical plants will require sulfur, salt and numerous basic elements and compounds; refineries will utilize huge shipments of crude oil, and the petro-chemical industry, large amounts of petroleum products; a tremendous volume of coal will be required for electricity production; and the production of aluminum will require bauxite ore, plus electricity in unprecedented amounts. The construction industry will utilize millions of tons of rock, sand, gravel, cement, and finished steel products. Agricultural products, primarily grains, will be distributed to processing plants throughout the Nation and the world. Where industrial development will take place depends on numerous factors, such as resources, markets, labor, living conditions, power and related indus- tries. All of the basic materials and the finished products are readily adaptable to movement by ships and barges, and the ports on the Atlantic Coast are de- signed to handle all types of cargoes. An impressive industrial expansion is taking place in the Nation's ports and their immediate hinterlands, and it can be expected that the Atlantic Coast ports generally will share in this expansion, benefiting also from the movement of the additional cargoes generating from increased port-oriented industrial operations. It can be noted that approximately 70. £ million people living along the Atlantic Coast enjoy important benefits by their proximity to port and harbor activities. PHYSICAL AND CULTURAL ENVIRONMENT The Atlantic Coast can generally be grouped into the following geographical segments: the North Atlantic Coast, and the South Atlantic Coast. The North Atlantic segment extends from Maine to Virginia (north of Cape Hatteras), while the South Atlantic segment extends from North Carolina to Florida (south of Cape Hatteras). The North Atlantic Coast is, at times, further subdivided into the historical geographical expression of New England and Central Portion of the Atlantic Coast. New England - The coast of New England is, for the most part, exceedingly- rugged and covered with dense forests. The population has increased from 9,31U,ii53 in 1950 to 10,509,367 in I960. The increase is especially noted in the southern States of the group. New England is one of the richest and most populous parts of the country. The chief industry of the early settlers was agriculture. Now the chief industry is manufacturing, and agriculture is of _ secondary importance. New England has hilly lowland near the sea and a hilly upland in the interior, with mountains to the north and west. Some of the hills of the low- lands are rocky, but many consist of glacial material piled into ridges of various forms. The upland in central and western Massachusetts and northern Connecticut is a plateau varying from 900 to about 2,000 feet in altitude, and having a hilly surface. The upland in western Massachusetts, known as the Berkshire Hills, is in some places quite mountainous. Farther north, in Vermont, are the Green Mountains, a range extending north and south, with many ridges and peaks. In New Hampshire are the White Mountains. In general, the rivers of New England flow southward. The shoreline is rugged and uneven. There are long and rocky headlands with deep narrow bays between. In a direct line, it is a little over 200 miles along the coast of Maine from the New Hampshire boundary to Eastport, but the actual shoreline of Maine, including all the windings and the shores of the islands, is about 2,000 miles long. From Boston southward, toward Cape Cod, the shores are rocky in places; but along the Cape, there are long stretches of sandy beach. The southern shores of New England are irregular. The branches of Nar rag an sett Bay in Rhode Island and the bays and tidal river channels of Connecticut are much like those of Cape Cod. Historically, New England's economic structure has gone through several periods of major transformation that had a major significance on the role played by the ports. Its earlier orientation was toward agriculture, trade, and the maritime industry. Later, industrial development burgeoned, fed not only by the older eastern seaboard markets but also by the rapidly expanding west. Through- out this period, which encompassed the 19th century and the early years of the present century, the importance of agriculture in New England declined. As industry developed in the newer sections of the country, New England faced a period of transition. In the process of modification to meet new conditions, several shifts in the traditional industrial pattern in New England were notable. There has been a shift in emphasis in industrial production from non-durable to durable goods. The production of non-durables has declined, while there have been important gains in the durable goods industries, principally in electrical and other machinery, iron and steel products, furniture and fixtures. In common with the rest of the United States, there has been a steady growth in New England in the proportion of total employment accounted for by the so- called tertiary industries, i.e., industries connected with services, communica- tions, transportation, and trade. Such shifts are a usual accompaniment of a growing prosperity in a predominantly industrial economy. Normally, the shift to the tertiary industries is accomplished in the main by some reduction in agriculture, A decline has taken place in the New England textile industry, especially in cotton manufacture. Probably the main factor in the decline has been the development of the textile industry in the Southern States. The shoe manufac- turing industry is heavily concentrated in the New England area. Certain aspects of New England's agricultural production, during the last UO years, have shown substantial increases. The tendency is to concentrate on products salable in the close-in metropolitan marketing area. In such items as meat, animals, and animal products (mainly milk, chickens, and eggs), there have been marked pro- duction increases. Other industries include those using forest products of which pulp and paper are the largest. New England produces less than half the lumber that it uses and imports a large portion of its pulpwood and woodpulp needs. Fishing is another of its basic industries. The five New England States bordering the Atlantic Ocean include Maine, New Hampshire, Massachusetts, Rhode Island, and Connecticut. Maine has the greatest amount of tidewater mileage of any State on the east coast. Ten of its 16 counties are on tidewater or navigable rivers. Coastal indentations include nearly a score of bays largely marked by fingers of land projecting into each bay. Maine's economy rests upon diversified manufacturing, agriculture, commercial fisheries, marine products, and a fast-growing vacation and travel industry. Industrial products basic to the area are those based on natural resources such as lumber, pulp, furniture, boxes, wood turnings, cabinet work, and processing and canning of farm and fishery products. One of the Nation's large cement plants is located in Maine, near the limestone deposits at Thomaston, and substantial newsprint production is centered in Bangor. Maine is known for its production of white potatoes for table use and seed. Approximately half of the total domestic production of certified Maine seed potatoes are shipped to many of the world's ports. The potato yield in Aroostook County makes it one of the wealthiest counties in the country. Maine, with a population of 969,265 in I960, is predominantly rural, com- prising an area of solid forests and diversified farms with plenty of small industry in the southern portion. Searsport and Portland are the principal ports in the tate. The commer- cial importance of Searsport is confined entirely to the requirements of local industries and a limited territory immediately adjacent to the port. Local industrial plants include fertilizer manufacturers and a chemical company. Fuel distributors for coal and petroleum products handle the major portion of inbound cargoes. Receipts consist of coal, petroleum products, sulfur, fer- tilizer and fertilizer materials, industrial chemicals, stone, and aluminum ore. Shipments include fertilizer, potatoes, coal and petroleum products. Searsport is afforded the services of one rail line, the Bangor and Aroostook Railroad Company, which maintains connections with the Canadian Paci- fic, the Canadian National Railways, and the Maine Central Railroad. Lines of the company operate entirely within the State's productive lumbering regions and the rich agricultural areas of Aroostook Valley. Several access roads and streets connect Searsport with U.S. Highway No. 1, one of the country's principal north-south highways, over which motor traffic flows to and from Boston and Portland to the south and to many points within the State to the north. Portland is the largest city in population in Maine and the hub of one of the important metropolitan areas in northern New England. It is a commercial, banking, trade and transportation center. Portland has a large in-transit movement of petroleum products destined for Canada, while the woodpulp movement to the hinterland is fairly heavy. Two pipelines connect Portland with Montreal. The port, served by three main -line and one terminal railroad, handles sizeable quantities of grain, china clay, coal, newsprint, and lumber. The immediate tributary area of Portsmouth Harbor comprises the city of Portsmouth, N.H., and the town of Kittery, Maine. The principal industries in- clude the manufacture of shoes and gypsum products and the generation of elec- tric power. Portsmouth is a distribution center for bulk fuel including coal and petroleum products, and it is the site of the important Portsmouth Naval Base. Manufacturing centers for textiles, leather products, and electrical equipment are within V~> miles of Portsmouth. Other nearby communities are en- gaged in leather manufacture. A gypsum plant is located just above Portsmouth, and it is the principal destination for inbound cargoes of gypsum. A floating power plant, a mercury vapor power plant, and regional bulk fuel distribution centers are located nearby. The port, served by the Boston and Maine Railroad Company, handles prin- cipally coal, petroleum products, and gypsum. Boston is the principal port of New England and the commercial capital of a heavily populated and highly industrialized region. It is served by three main line railroads. The construction of modern expressways, tunnels, and high- way bridge crossings over the waters tributary to the harbor has served to expedite the movement of freight by truck. Major import commodities handled are petroleum, sugar, canned goods, woodpulp, lumber, textile fibres, iron ore, gypsum, crude rubber, chemicals, and chemical products. On the other hand, iron and steel scrap, grain, newsprint and other paper products, chemicals, rubber and leather manufactures, and industrial machinery are the most important export commodities handled. The leading tonnage commodities in the receipts category are petroleum products, lumber, and canned fruits and vegetables; whereas, - 5 - the leading tonnage commodities in the shipments category are paper products, chemicals, and metal manufactures. Fall River is located in southeastern Massachusetts, about 20 miles south- east of Providence River and Harbor, R.I., and 13 miles northwest of New Bedford, Mass. The harbor includes the mouth of the Taunton River and the head and east side of Mount Hope Bay which forms the northeastern arm of Narragansett Bay. The port is served by the New York, New Haven & Hartford Railroad as well as by highway and air facilities. The principal commodities handled are petro- leum products and general cargo. Motor fuel, residual fuel oil, and petroleum asphalt account for most of the total tonnage. Providence, R.I., is an important commercial port and an equally important coal and petroleum distribution center. The city is in the eastern part of Rhode Island, about 7 miles above the entrance to Providence River, and 27 nauti- cal miles from the ocean by way of Narragansett Bay. The port is used primarily for the receipt of industrial bulk cargoes consumed by the manufacturing and distributing industries of Rhode Island and nearby sections of Connecticut and Massachusetts. As is the case at most of the coastal ports of the Nation, the principal commodities handled through the port are coal and petroleum. Bulk petroleum products are piped across the wharves of the oil companies serving the Rhode Island area. In addition to coal and petroleum, other waterborne commodi- ties handled through the port include lumber, chemicals, and chemical products. Providence Harbor is served by but one rail carrier, the New York, New Haven & Hartford Railroad. This carrier is an important means of rail transportation in the States of Connecticut, Rhode Island, and Massachusetts. Excellent highway and air transportation provide an essential link between the port and the hinterland . By reason of its geographic location, the coastline of Connecticut, in- cluding the ports of New London, New Haven, Bridgeport, and Stamford, is pro- tected from the sea. To the east of the Plum Island and Fishers Island chain is Block Island Sound, which itself has protection from the sea by the southerly fork of Long Island and by Block Island. Thus three-fourths of the coast has the protection afforded by Long Island, and one-fourth is protected to a lesser degree by an island chain. This geographic conformation effectually separates and differentiates the Connecticut coast from the rest of the Atlantic coastline of the United States. Its position is unique in another way in that it extends almost east and west, while the bulk of the Atlantic coastline of the United States runs northeasterly and southwesterly. The geographic location of the Connecticut coastline has several important influences, mainly in protecting it from the action of the heavy seas of the Atlantic Ocean, influencing tidal conditions, and in protecting it from the powerful oceanic and littoral currents of the ocean fronts. Once a ship has entered the protected waters, it may navigate in smoother seas than if it were proceeding on courses to the south of Long Island. The natural transportation lines of Connecticut run from north to south, corresponding roughly to the river valleys. These lines connect with the shoreline - 6 route of the New York, New Haven & Hartford Railroad, which connects the city of New York, all shoreline ports in Connecticut, and the cities of Providence and Boston, and acts as a main east and west transportation line for Connecticut. Most of the major highway routes run in a north-south direction. In general, these major highway routes follow closely the pattern of the railroad routes within the State, Petrole\im and petroleum products are the leading commodities at each of the four Connecticut ports. In addition, New London handles molasses; New Haven - bituminous coal and lignite, chemical products, iron and steel scrap, and steel mill products; Bridgeport - bituminous coal, lignite, sand, gravel, scrap metal, ores, and shellfish; and Stamford - sand, gravel, and metal scrap. Central Portion of the Atlantic Coast - The Central Portion of the Atlantic Coast extends from New York to, and including, Virginia. The six states involved - New York, New Jersey, Pennsylvania, Delaware, Maryland, and Virginia - had a total population of U2,hh6,339 in I960. Three of these States, New York, New Jersey, and Pennsylvania, together contain a little more than 100,000 square miles, and are smaller than the single State of Colorado. In I960, these three States had a combined population of 3li,l68,U52; whereas, in the same year Colorado had a population of only 1*753, $47 • On their southeastern border is the Atlantic Ocean and the major ports of New York and Philadelphia. There are three physical regions in this group of States. The first of these regions borders the ocean and part of it consists of hilly lowland. The hilly part includes the southern corner of New York, northeastern New Jersey, and southeastern Pennsylvania. The southern coast of New Jersey is low and flat; and its rocks consist of clays, sands, and marl beds, which form a part of the uplifted sea bottom of the Atlantic coastal plain. Nearly all the land bordering the sea of this group of States is low and sandy. This coastal border area in- cludes many large cities as well as numerous resorts and beaches. The second physical region is a part of the Appalachian Mountains and contains several groups of highlands. The Adirondacks are a forested region in northern New York, with many peaks ranging from 3,000 to 5,000 feet in altitude. East of the Hudson River are the foothills of the Berkshires, and farther south are the highlands of the Hudson River valley. The northwestern part of New Jersey is a region of wooded highlands, with forests and mines. Through Pennsylvania, from the Delaware River on the north- east, a number of long, even-topped mountain ridges extend across Maryland and West Virginia. The third region is the northern part of the Appalachian Plateau. In eastern New York it is called the Catskill Mountains. Their steep cliffs over- look the Hudson River valley. The higher slopes of the Catskills are a region of forest-covered hills, some of the higher peaks rising to 3,000 or U,000 feet above the sea. Included in this highly populated, highly industrialized area are the ports of New York and Philadelphia. The port of New York, including portions of the 7 - States of New York and New Jersey, is one of the greatest natural harbors in the world and has been the leading gateway for U.S. foreign trade for a century and a half. The hinterland of the port comprises the largest manufacturing area and the greatest concentration of population in the United States. Twenty-two million people live in the two States, with New York State having a population of 16,782,30U in I960. Within the port district, a vast commercial structure has been built. In addition to the magnitude of the port facilities, the port of New York is noteworthy for its organization and ability to handle the huge volume of waterborne commerce which passes through its portals. During I960, commodities of nearly every description were handled by the facilities of the port. Although a considerable amount of this tonnage was necessary to sustain the inhabitants of the immediate area and represented many of the products of its thousands of manufacturing enterprises, a large portion was transported between the port and inland points by barge, rail, motortruck, and air carriers. Twelve line-haul railroads serve the port of New York and maintain extensive facilities for furnishing every type of freight handling service. Large fleets of marine equipment are operated by the rail carriers. Motortruck transportation plays a vital role in the long distance movement of freight for export in sup- plying the population of the area with necessary commodities, and in the local pickup and delivery of freight hauled from distant points by other trucks as well as by railroad, air, and water carriers. Transportation of commodities of almost every description are handled by airlines in an every increasing volume. Of all the world's cities, New York is the most gigantic product of trans- portation. Nowhere else in the world is there such a supreme focus of routes by land and sea. Nonci of the Nation's seaports equals the port of New York in the total value of its foreign commerce. In terms of cargo tonnage, it ranks first among American seaports in total tonnage and first in volume of imports and receipts of coastwise cargo, but its outbound movement of coastwise cargo is surpassed by that of several of our raw material ports. The port of New York is the greatest ocean gateway of the North Atlantic. Inbound vessels bring large quantities of petroleum, coal, coffee, raw sugar, crude rubber, wood pulp, tin pigs and bars, bananas, vegetable oils, jute, cotton, wool, and lumber; while outbound vessels carry scrap iron and steel, wheat, leaf tobacco, apples, and many other commodities. The seaport is centrally located in a densely populated, industrial and commercial area. It is the principal U.S. port handling our trade with Europe, and Europe has been this country f s greatest market for exports and a leading source of our imports. The port's immediate hinterland is a great producer as well as a great consumer of goods. Farther inland lies a vast tributary terri- tory that is unrivaled in size, productivity, and purchasing power. Albany, the capital of New York State, is situated on the right bank of the Hudson River, about LU3 miles north of New York City at the head of deep- water navigation. It is principally a transshipment port between oceangoing vessels and barges on the New York State Barge Canal. The port is enhanced by the city's position as a transportation center. During the 1959 shipping season, the principal commodities handled through the port of Albany were petroleum, grain, wood pulp, sand, stone, and lumber. In addition to being the capital of the State, Albany is a major distribution and transshipment point for goods delivered by railroads, trucks, and vessels. Cargoes are shipped by rail to points in New York State, New England, and the Midwest, or by connections with communities in the northern and southern parts of New England and northeastern Pennsylvania, The port is favorably situated with respect to the heavy motor freight traffic which serves the industrially and agriculturally rich Hudson and Mohawk River valleys. The trucking lines have access to the eastern and western sections of the State and connect with express- ways extending into the Midwest and New England. The Delaware Valley, encompassing portions of Pennsylvania, New Jersey, and Delaware, makes up one of the great industrial complexes of the Atlantic Coast. The waterway which links all of the area's myriad industries to the world's trading centers is the Delaware River. Spaced along the Delaware River for ' 135 miles inland are the ports of Philadelphia, Camden, Chester, Gloucester, Marcus Hook, Paulsboro, Wilmington, and Trenton. The port of Philadelphia, together with Camden and Gloucester directly across the Delaware River from Philadelphia, comprises the heart of a highly diversified and expanding industrial complex extending from Trenton, N. J., to the mouth of the river in Delaware Bay. It contains more than 8,5>00 individual manufacturing establishments and a population of nearly 5 million people, with a heavy concentration of purchasing power. In Philadelphia alone, the popula- tion was 1,971,239 in i960. The port of Philadelphia is located at the junction of the Delaware and Schuylkill Rivers, 103 miles from its midharbor, at Chestnut Street, to Overfalls Lightship in the Atlantic Ocean. Directly opposite Philadelphia, on the left bank of the Delaware River, the port is flanked by Camden and Gloucester, N. J., both of which bear similar interrelated industrial and shipping activities to Phila- delphia. Much of the commerce received or shipped through terminals in the port is general cargo, petroleum and petroleum products, iron ore, chrome ore, manganese ore, bituminous and anthracite coal, and grains - all of which contribute greatly to the overall tonnage handled. Three line-haul rail carriers furnish rail transportation facilities and services for the city and the port. A network of highways, expressways, and main streets serves the port and is well adapted to meeting the ever increasing motor freight traffic. Camden, N. J., is primarily noted for its manufacturing and shipbuilding enterprises, and is located on the eastern shore of the Delaware River, about 86.5 miles above the Delaware Capes. Just below Camden and separated from it by Newton Creek is Gloucester, N. J., which is also the site of ship-building and manufacturing plants. Although Camden and Gloucester are in two separate localities, their indus- trial and shipping activities are closely allied with those of Philadelphia. - 9 - The port of Wilmington, Del., serves a highly industrialized area immediate- ly tributary to the area. Located within this area are various industries which consume the larger percentage of the imports of raw material and in turn manu- facture the principal products of export. Four line-haul carriers furnish rail transportation facilities and services for Wilmington and the Delaware River area below and above Philadelphia. These carriers maintain numerous interchange with other railroads enabling them to provide efficient movement of freight between the ports and other parts of the country. Essentially the entire length of the Delaware River between Trenton, N.J., and New Castle, Del., is one continuous harbor. Within the 30-mile stretch of the Delaware River below the southern limits of the port of Philadelphia, there are located the communities and localities of Delaware City and New Castle, Del.; Pennsville and Deepwater Point, N.J.j Edge Moor, Del.; Pennsgrove, N.J.; Clay- mont, Del.; Marcus Hook, Pa.; Bridgeport, N.J.; Chester and Eddystone, Pa.; and Thompson Point and Paulsboro, N.J., including Wilmington, Del. on the Christina River at its junction with the Delaware River. Important oil refining and manu- facturing centers are located in areas bordering this stretch as well as muni- cipal and private waterfront terminal facilities. Above the upper limit of Philadelphia, the localities at which waterfront facilities are located include Andalusia, Pa.; Burlington and East Burlington, N.J,; Bristol, Pa.; Florence and Roebling, N.J.j Penn Manor, Pa.; Fieldsboro and Trenton, N.J.; and Morrisville, Pa. These terminal locations serve a highly industrialized area where the main waterborne commodities handled include iron ore, petroleum products, and chemicals. At Fairless, 6 miles below Trenton, the United States Steel Company has built a 1,000-foot-long slip to handle imports of iron ore from the Cerro Bolivar mines of Venezuela and from other countries. Baltimore, Md., because of its geographical location, offers a short rail and motortruck haul to and from the principal producing and consuming centers in the inland East and the Midwest. The inland position of the port, l£0 nautical miles north of the Chesapeake Capes, permits the ocean carrier to load or dis- charge cargo closer to the producing and consuming centers of the eastern hinter- land and the Midwest than at other ports to the north. It is one of the most diversified centers of the Atlantic Coast with a population of 922, 2hh in I960. While a large portion of the export and import commerce of the port of Baltimore originates in or is destined for plants closely adjacent to the metro- politan area of Baltimore, much of the traffic using the port either originates in or is consigned to the great manufacturing and agricultural centers of the inland East and the Midwest. With a virtually ice-free harbor, together with the availability of water terminals served by railroads, highways, and other utilities, Baltimore has attracted many industrial plants which receive their raw materials by water. Among these are major steel mills, copper refineries, sulfuric acid plants, gypsum products plants, oil refineries, fertilizer plants, and chemical plants. - 10 ■ Three trunkline railroads - Baltimore and Ohio Railroad, the Pennsylvania Railroad, and the Western Maryland Railway - and several smaller railroads, to- gether with many of the Nation's foremost motortruck carriers, afford modern services. The port of Baltimore has extensive facilities for handling metallic ores, petroleum, coal and coke, molasses, latex (natural rubber), and sugar. Large quantities of grain, bananas, fertilizer ingredients, coal, crude petroleum and petroleum products are handled in Baltimore each year and constitute some of the largest tonnages in the port's waterborne commerce. Washington Harbor is located within the District of Columbia at the junction of the Anacostia River with the Potomac, which flows 108 miles to the Chesapeake Bay. By water it is 202 miles from Baltimore, Md., and northerly 195 miles from Norfolk, Va. Washington Harbor has three channels - Washington Channel, Virginia Channel, and the Anacostia River. Washington Channel is an artificial waterway with com- mercial piers for excursion and transportation lines, yacht basins, boat sales, and repair yards. The Virginia Channel is along the Potomac River, includes the Georgetown and Rosslyn waterfronts, and is used for commercial and industrial purposes. The Anacostia River waterfront has facilities for handling bulk com- modities and carries the largest volume of freight of any of the three channels. The principal commodities handled through Washington Harbor include gasoline, distillate fuel oil, residual fuel oil, sand, gravel, and crushed rock. The Washington, D.C., area is served by 7 railroads, 12 airlines, and a network of highways leading in all directions. Alexandria, Va., is located on the Potomac River about 7 miles downstream from Washington, D.C. Vessel access to the Alexandria waterfront from the Atlantic Ocean is via Chesapeake Bay and the Potomac River. The channel in the Chesapeake Bay is 66 miles long, and the Potomac River channel is 91 miles long. The waterfront extends for abo\it 2 miles on the west bank of the Potomac River It contains privately-owned properties characterized by a diversity of use. It is served by the Southern Railway with spur tracks connecting with in- dustries and terminals in the area. A network of highways permits freight move- ment to and from the waterfront. The principal commodities handled by the marine terminals include imported newsprint, domestic receipt of petroleum products, sand and gravel, and fertil- izer materials. Hampton Roads, Va., a great natural roadstead, is the approach to the im- portant deep sea port complex of Norfolk, Newport News, Portsmouth, and South Norfolk, and to the towns of Hampton and Phoebus, the latter being well-known centers of the seafood industry. Old Point Comfort, at the entrance to Hampton Roads, is the site of the military reservation at Fort Monroe. It is a summer resort and a port of call for steamers plying the Chesapeake Bay area. The Hampton Roads area is served by about 2,^00 miles of navigable inland waterways. Rail service at Norfolk and South Norfolk is available Via nine trunkline railroads and a terminal beltline. Each of the main line railroads, with a single exception, operates waterfront terminals in the Norfolk-Portsmouth area. Newport News is the easterly terminus of the Chesapeake and Ohio Railway, which company owns much of the port's water frontage and has by the construction of extensive terminal facilities been largely responsible for the development of the port and the growth of its shipping activities. The terminals at Hampton, Phoebus, and Old Point Comfort have no direct rail connections, Norfolk, Portsmouth, and Newport News are primarily coal transshipping ports, although their general cargo terminals are impressive. They also hold high rank as important centers of the shipbuilding and ship repair industry. In addition to their favorable location on a great natural roadstead within the Central Portion of the Atlantic Coast, the Hampton Roads ports are the focal point for all modes of transportation. These primary advantages have been rec- ognized by the military services which utilize the ports as bases of operation. Progress in industrial development of new and established plants is noted throughout the entire area, with an awakening of interest spearheaded by strong industrial development agencies on both sides of Hampton Roads. The future economic stability of the ports of Hampton Roads, Va., is assured by: (1) their excellent facilities for service to commerce and shipping, which have been developed by the railroads and other private interests; (2) their history as prime outlets for raw materials; and (3) their ability to move finished products in foreign and domestic trade. The increase in activities at North Carolina's ports point out that progress of an encouraging nature has been taking place, and that modernization of the deepwater port facilities at Wilmington and Morehead City has contributed to the growth of these important shipping centers of the South Atlantic region. Wilmington, N.C., with a population of U2,675 in I960, is located at the head of dee;; sea navigation on the Cape Fear River. It serves the agricultural and rapidly growing industrial areas of its immediate hinterland. Transportation betvreen the port and the interior is afforded by the Atlantic Coast Line Rail- road and the Seaboard Air Line Railroad, as well as by U.S. Highway Nos. 17, 117, 7U, and i|21, and by a network of navigable waterways. Tobacco, one of North Carolina's principal agricultural products, has con- tinued throughout the years to be one of the more important export items pass- ing through the Wilmington terminals. Woodpulp has been prominent as an export commodity. Other items include sugar, molasses, pulpwood, petroleum and petro- leum products, manganese, fertilizer, and military materiel. Morehead City, N.C., located approximately 3 miles from the open sea, is North Carolina's only other port where facilities are available to serve the deep sea trades. The port is provided rail service by the Atlantic and East Carolina Railway which has connections with regional main line railroads. Other transportation media available to Morehead City include the Atlantic Intracoastal Waterway, which affords access by shallow-draft vessels in protected waters to Atlantic - 12 - and Gulf coastal areas, and a network of hard surface roads connecting with the main line highways serving the hinterland. Corn, tobacco, petroleum and petroleum products, grain, and industrial chemicals comprise most of the tonnage for the port. Despite their relative closeness, there is little competition between the two ports. Rather, the two tend to complement each other. Both ports are equipped to handle general cargo, but the trend at Morehead City is toward specialized facilities and the handling of liquid and dry bulk shipments. It is also used by the military services. At Wilmington, the trend is toward the handling of general cargo. The ports of South Carolina include Charleston, Georgetown, and Port Royal. All are located in the narrow belt on the Atlantic Coast which is identified as the Middle Atlantic Trucking Belt, Owing to its mild climate and adequate rain- fall, cotton, soybeans, tobacco, and a variety of leafy vegetables stand among the crops which are being raised in abundance. In this belt the population has grown to 2,382,5°[i. This is indicative of an unusual impending commercial growth. The greater portion of this population is benefited directly by the availability of port facilities for handling imports and exports as well as by intracoastal and intercoastal shipments. The port of Charleston, S.C., a natural harbor lying 7 2 miles from the open sea, is one of the principal South Atlantic seaports. Its terminal facilities are easily accessible the year round and approachable under practically all weather conditions. The port is served by three trunkline railroads - Southern Railway, Atlantic Coast Line Railroad, and Seaboard Air Line Railroad - and two switching terminal lines. It is also accessible by three U.S. highways and one State highway. Charleston, which is nearly landlocked by outlying islands and portions of the mainland, is one of the important harbors of refuge on the South Atlantic Coast. Charleston, as well as Georgetown and Port Royal, forms part of the Atlantic Intracoastal Waterway, which provides safe passage for commercial tows and other shallow-draft vessels unsuited for navigation on long stretches of the open Atlantic Ocean. Petroleum and petroleum products, bananas, metals, chemicals, and fertilizer materials are some of the more important commodities handled. Port Royal, S.C., is 7 miles south of Beaufort, S.C., 5>7 miles southwest of Charleston, S.C., and 23 miles northeast of the entrance to Savannah, Ga. It is essentially a new port in an extensive harbor. The new pier is equipped with a concrete transit shed containing 6U,000 square feet of storage space. The facil- ity is accessible by paved approaches which join U.S. Highway No. 21 and by the wharfside tracks of the Charleston and Western Carolina Railroad which feed to main railroad lines. By water, the port is accessible by a channel across the ocean bar and reaching through Port Royal Sound for 13.2 miles; thence, by a channel in the Beaufort River and Battery Creek for 7 miles. 13 - Construction products such as cement, lumber, wire, and steel have been ijnported across the new Port Royal terminal, and dried milk has been its major export. Unlike new Port Royal, Georgetown, S.C., has been an operating port with freighters discharging and loading cargo at the International Paper Company's wharf. This is one of the largest integrated kraft paper mills on the Atlantic Coast. In 19^9, a new general cargo facility was completed similar to the one at Port Royal. It is served by a concrete transit shed, rail tracks of the Seaboard Air Line Railroad, and U.S. Highway Nos. 17, 701, and £21. The improved deep channel will expand the port's ability to handle ocean shipping and is expected to stimulate the growth of industry in the adjacent areas. Georgia has a frontage of approximately 100 miles on the Atlantic Ocean. Along this stretch of coast are located ports that offer opportunities for the entrance of oceangoing vessels. One of these ports is Savannah. Savannah, Ga., an industrial city and rail center, is located on the south bank of the Savannah River which is the boundary between Georgia and South Caro- lina. This is the approximate center of the South Atlantic Coast, which is considered to be that portion of the coast lying south of Hampton Roads, Va., at about the latitude of Cape Hatteras, off the North Carolina coast. It is the second largest city and the chief port in Georgia. For years, the most important commodities flowing through this South Atlantic gateway were cotton, naval stores, and lumber. To this list today have been added such items as oil, sugar, nitrates, jute, tea, gypsum, iron and steel, all kinds of finished goods, and many important agricultural products. Savannah combines all forms of developed transportation at one convenient location and affords local industries many advantages which accrue through modern transportation. Inland and coastal waterways permit economical barge service and have been extensively employed for assembling industrial materials and cargoes for overseas shipment. Five line-haul rail carriers operate numerous lines con- verging at Savannah. They reach many States by their own rails, and through their connections provide excellent coverage of much of the area east of the Mississippi River. U.S. Highway Nos. 17, 17A, 80, and 280 provide access either directly or by interconnection to all sections of the Nation. The combination of transportation facilities available at a central location on the South Atlantic seaboard makes Savannah the natural outlet for much of the mineral, forest, agricultural, and semimanufactured resources of Georgia and the southeastern quarter of the United States. Brunswick, Ga., with a population of 21,6£6, is located in the southern part of Georgia and is on the coastal plain bordering the Atlantic Ocean. The port of Brunswick, located in a natural, protected harbor, is approximately midway between Savannah, Ga., and Jacksonville, Fla., the highway distances being 78 miles to Savannah and 77 miles to Jacksonville, It is traversed by the Atlantic Intracoastal Waterway which enters St. Simons Sound from the Frederica River on the north and from Jekyll Creek on the south. The port is served by the Southern -1U - Railway and the Atlantic Coast Line Railroad providing services by connection to every section of the country. Three main highways pass through or terminate at Brunswick and offer direct connection with the principal industrial and agricul- tural areas of the South. The new Brunswick State Docks, completed in I960, focused attention on in- dustrial as well as port growth. The Allied Chemical Corporation, Brunswick Pulp and Paper Company, Olin-Mathiesen Chemical Corporation, Bestwall Gypsum Company, Hercules Powder Company, Babcock and Wilcox Company as well as numerous seafood, furniture, railroad, and petroleum companies have added zest to the shipping activities since the provision of the deep-draft channel. The port of Jacksonville, Fla., lies 22 miles inland from the Atlantic Ocean at an elevation that varies from 10 to 25 feet above sea level. The population of Jacksonville and the State of Florida has been on a consistent upward trend. As of I960, the Jacksonville population was estimated to be 235*300. Jacksonville is a landlocked, sheltered port serving a territory abundant with agricultural and forest products. It is the gateway to Florida from the north and northeast for all modes of transportation and is a principal industrial and distribution center. Excellent rail, truck, and air facilities are available. Four line-haul carriers, the Atlantic Coast Line Railroad, the Florida East Coast Railway, the Seaboard Air Line Railroad, and the Southern Railway, furnish rail transportation facilities and services for Jacksonville. U.S. Highway Nos. 1, 17, 23, and 90 also serve the porto A wide range of products are manufactured and processed in the area as the result of a healthy and evenly distributed year-round economy. Some of the principal industries, in addition to military installations and the railroads, are, food and food products, chemicals and allied products, printing and publishing, lumber and lumber products, machinery, paper and paper products. The rapid growth of the paper and pulp industry in northern Florida has been an important factor in the steady volume of commerce moving through the port. Woodpulp and kraft paper products are leading commodities among shipments moving by barges along the inland waterway and by ocean freighters to all parts of the world. Jacksonville, in common with other Atlantic Coast ports, has sufficient facilities to meet the needs of present commerce but is in various stages of planning new and improved port facilities to meet the needs of the future. The port of Palm Beach, Fla., is located about 71 miles north of Miami Harbor on a salt water sound known as Lake Worth. This body of water, about 20 miles long, \ to 1^ miles in width, and somewhat paralleling the coast line, is general- ly shallow in depth except for the federally improved channels. The Atlantic Intracoastal Waterway traverses Lake Worth and passes through the port's turning basin. Palm Beach is served by the Florida East Coast Railway and the Seaboard Air Line Railroad with connecting lines serving the entire port area. Although the economy of the area surrounding the port is chiefly built around its tourist trade, the outlying area produces important crops and their by-products. These include principally winter vegetables, raw sugar, blackstrap 15 - molasses, cattle and cattle feed, kenaf and ramie. Of the many varieties of vegetables grown in this section, the largest crops are beans, cabbage, celery, and tomatoes. The production of sugar and its by-products is the largest single industry. Other industries located around the city and port manufacture boats, concrete products, dairy products, beverages, bakery goods, glass, and preserves. Tropical fruits, sugar, bones, building materials, machinery, lards and fats, meat, cement, aggregates, and oil were among the most important commodities moved by water during 1959 • Port Everglades, Fla., located on the lower coast of Florida, is about 23 miles north of Miami and about I4.8 miles south of the port of Palm Beach. Part of the port area is in Fort Lauderdale and part in Hollywood. Piers 5 and 6 have been improved by the construction of transit sheds and other buildings along the bulkheads and by a number of storage facilities for petroleum products, molasses, lumber, cement, and other waterborne commodities. A port-operated switching railroad, the Port Everglades Belt Railway, connects the harbor facilities with two main line railroads including the Florida East Coast Railway and the Seaboard Air Line Railroad. A Federal highway passes through Fort Lauderdale and Hollywood, just west of the port area. The Atlantic Intracoastal Waterway passes through the port turning-basin, and is used by barges for transporting petroleum products from Port Everglades. This port primarily handles consumer goods. Petroleum products and building materials have accounted for all but a small percentage of the total annual tonnage. Miami Harbor, Fla., is in Biscayne Bay, a shallow, salt water sound near the southern end of the Florida peninsula. The bay is separated from the ocean by a narrow peninsula and a chain of small islands. The economic activity of this area is chiefly concerned with meeting the requirements of tourists and agriculture. Most of the oceanborne commerce of the port is generated in Dade, Broward, and Palm Beach Counties. The combined population of these three counties was l,k7£,!?68 in I960. The port provides adequate clearance facilities by rail, water, highway, and air. Two trunk line railroads - the Florida East Coast Railway and the Seaboard Air Line Railroad - as well as U.S. Highway Nos. 1, 27, and UUl, and numerous airlines connect the port either directly or through interconnections with all principal cities in the United States. Miami also receives the benefit of the Atlantic Intracoastal Waterway, which extends from Cape Ann, Mass. to Key West, Fla. South Florida^ growth industrially within the last decade is proportionate to the area's spectacular growth as a major market for retail goods. To keep pace with this growth, the construction of a new port began in October I960 and work is about J> years from completion. The provision of the new port in Biscayne Bay to handle passengers and general cargo is only part of the project. The plan not only provides for a carefully landscaped terminal in the middle of Biscayne Bay, but also for clearing the present harbor of all existing port facilities, filling the area thus cleared, and converting this 80-acre tract into a modern - 16 - bayside development of office buildings and apartment houses near to the heart of the city. Administrative buildings, a seaplane base, a heliport, and a drydock area will also be included. In spite of the fact that the present port facilities are to be cleared when the new terminals are completed, the annual port business has generally increased. In I960 some 155,000 passengers passed through the port and in 1961 the total was expected to be around 175>000. A further increase in both passengers and general cargo is anticipated when the new port is completed. Atlantic Coast Railroad Network Few aspects of cultural environment reveal the character of an area more clearly than its railway pattern. Americans have built a dense rail web from the Atlantic Coast westward to the semiarid climate line. East from this line, ample rainfall supports a productive and diversified agriculture. Population ^ ranges from moderate to dense. The numerous navigable rivers and the great number of highways and rail- roads radiating in every direction form a dense traffic pattern over most of this part of the country. The network of railroads is heaviest in the northeastern quarter of the United States. The outstanding urban, industrial, and commercial developments of this section of the country give rise to maximum density of both trackage and traffic. Within this area occur the greatest use of multiple tracks and the most frequent operation of trains. Railroads east of Chicago and St. Louis and north of the Ohio and Potomac Rivers carry approximately two-thirds of the Nation's railway passengers and nearly one-half of the railway freight. Although large quantities of freight move continuously in every direction, the largest flow of traffic is eastbound. Vast shipments of food and raw ma- terials are destined for the big industrial cities of the Atlantic Coast and for export. When viewed as a whole, the freight traffic of the northeastern quarter of the United States tells a story of incoming raw materials, of outgoing manufac- tures, of the handling of food and clothing, of constructing buildings, and of supplying factories and homes with fuel. It also reveals the location of heavy industry and the influence of coal and iron. For years New York and Chicago have been the Nation's greatest traffic focal points. The opening of the Erie Canal in 1825 gave New York easy access to the Middle West. In 1853 rail service was inaugurated between New York and Chicago. Eventually, the commercial influence of the Central Portion of the Atlantic Coast became so important that the major east-west railroads found it profitable to extend their lines or to route their traffic over other roads to the Atlantic Coast between Baltimore and New York. The rail web of the South Atlantic Coast is not nearly as dense as that of the North Atlantic Coast, and carries considerably less freight. Most major rail- roads extend north and south on this coast, whereas east-west rail lines pre- dominate in the rest of the Nation. In spite of the rapid growth of cities and industrial activities in recent decades, the economy of the South Atlantic Coast continues to be based primarily on its agriculture. Supported by a large production from forests, fields, pastures and mines, the South Atlantic Coast ships out more tons of freight than it re- ceives. One stream flows to world markets and the other to widespread domestic markets. A third stream of traffic moves inland from South Atlantic ports via rail and highway to supply markets north of the Ohio and Potomac Rivers with large quantities of lumber, cotton, fruits, vegetables, tobacco, livestock, coal, sulfur, and other products. Atlantic Intracoastal Waterway A protected coastal waterway route along the Atlantic Coast has been pro- vided whereby commercial tows and other light-draft vessels not suited to navigate long stretches of the open waters of the Atlantic Ocean may safely move between all coastal points from Massachusetts to Florida. By improving and interconnecting the many natural coastal waterways, a well-protected waterway is available, ex- cept for a few gaps along the Atlantic Coast, from Cape Ann, Mass., to Key West, Fla. In addition, the construction of a barge canal across northern Florida, between the St. Johns River and the Withlacoochee River, is planned as a connecting waterway for Intracoastal Waterway traffic between the Atlantic and Gulf Coasts. The northernmost section of the Atlantic Intracoastal Waterway is the Annisquam Canal, in Massachusetts, about 23 miles northeast of Boston, which extends across the base of Cape Ann from Ipswich Bay on the north to Gloucester Harbor on the south. From Gloucester Harbor, the route traverses the open waters of Massachusetts Bay to Boston; thence, through Massachusetts Bay, the Atlantic Ocean, and Cape Cod Bay to the Cape Cod Canal. From the Cape Cod Canal, the route traverses the partially protected waters of Buzzards Bay and the open waters of the Atlantic Ocean and Block Island Sound. By-passing Long Island Sound and New York Harbor, a route is provided by the Long Island Intracoastal Waterway which passes through Gardiners Bay, Shelter Island Sound, and Little and Great Peconic Bays, traverses the protected shallow bays along the south shore of Long Island to East Rockaway Inlet, and then crosses open waters to rejoin the main route off Sandy Hook. From Manasquan Inlet, N.J., south, two routes are available: one continuing along and off the New Jersey coast, the other through the Manasquan Inlet and the New Jersey Intracoastal Waterway, down the coast and through Cape May Canal into Delaware Bay. From the junction of these two routes in Delaware Bay, off Cape May Canal, the waterway passes through open waters in Delaware Bay and River to Reedy Point, Del,, where it enters the Chesapeake and Delaware Canal. The route then traverses open waters in Chesapeake Bay to Hampton Roads, Va. The waterway continues in a generally southerly direction through Hampton Roads, the Elizabeth River, and the southern branch of the Elizabeth River. These waters successively serve the Virginia ports of Hampton, Newport News, Norfolk, and Portsmouth. 18 The inland waterway from Norfolk, Va. , continues southward via Alligator River to Beaufort Inlet, N.C. From Beaufort Inlet, N.C, the waterway follows the sounds, streams, and marine marshes along the coast and enters Cape Fear River about 13 miles below Wilmington, N.C. Leaving Cape Fear River, it again follows coastal streams and marshes where it connects by a land cut with the Waccamaw River at Enterprise, S.C., and continues to Winyah Bay. Leaving Winyah Bay via the Estherville-Minim Creek Canal, the waterway follows coastal waters and marshes, with connecting cuts, passes directly by Charleston, S.C., and thence by stream and land cuts reaches Beaufort, S.C. Continuing south and southwestward, the waterway crosses the Savannah River about 8 miles below Savannah, Ga. From this point, the route becomes more southerly and crosses St. Johns River about 13 miles below Jacksonville, Fla., passes Daytona Beach and Palm Beach, Fla., and enters Biscayne Bay at Miami, Fla. From Miami it con- tinues southward for 63 miles to the open waters of Florida Bay west of the Florida Keys. GENERAL PORT DATA The following table is designed to show in tabular form certain general characteristics of selected ports on the Atlantic Coast and includes: location, population, tides, weather data, precipitation and deepest draft vessel using each port in i960. These data reflect general information, particularly with reference to channel depths and tides. For navigational purposes, use should be made of official hydrographic charts and tide tables. - 19 - 3d 333333 £33 !S Jr -SS w i 133 i u £3$£3 ' 'dS i&SSS^KSS^g P.SECcd-ao««7>,ood-6ceaeaEhjio < (OrHmo .ritqWttptf&H-PoS-H-ri-gapBgSg £s* m S co • ■»' 3 ^-h* ^ fa -8 ill ilsiilii^s^ PORT ADMINISTRATION In the management and administration of U. S. seaports, there is a wide variation in the powers and duties exerted by local port authorities whose activities may vary with the functions performed, the size of the port, the number of functions to be performed, the size of the staff to be employed, and the scope of the port's legal jurisdiction. In some ports, practically all terminal facilities are owned and operated by railroads or other private inter- ests and the local port authority performs only perfunctory administrative and regulatory functions. In the opposite extreme practically all facilities are publicly owned and operated under the control of the port authority. The activities of some of the port administrative organizations are limited to traffic matters, promotion of business, and certain regulatory work. Others not only build, own and operate wharves, warehouses, grain elevators and similar port facilities directly connected with maritime trade but are engaged in enter- prises having only an indirect connection with what is ordinarily considered port operation. Enterprises which some of these bodies are authorized to under- take include the construction and operation of vehicular tunnels and toll bridges, airports, central freight terminals, motortruck terminals and bus terminals . Several of the port administrations on the Atlantic Coast are in the pro- cess of reviewing their powers and functions for the purpose of enabling the port to perform more effectively its functions for the benefit of the community which it serves. The classification of ports according to function, political status, and organization is presented in the following table: 21 - 1 .3 E I 8 "3 I S fc 1 ? 3tf Kit a '£ _• u _° s ^ d I £ I 3 5 s slv^^^d!^ : s ^ ^ .a 1 E s p^r^ei 15 5 § & ; !?i§ s B S &tT M'^s&t;^ ■8 8j|*S"|^| bb^i: -^ii^°-^ Ji £ S 8 S c f 3 s ! f I j? J 3 ° I a o I & MllllllillJli "tlilllii^ i s g i * % z is 1 « 1 1 1 a-s tJ g s 8 „ 5 £ 8 11^ a ffl 5E^ "33 c « -g . S 3 g § 9 3 . o S ' J^ H .llllfgll § H Si* 8 ! &'&**!!§ 1 ""J I'll 1 1 1| » 8 ^.%^ h sag 2 H £ | g I H -° * S c ! S ¥ a d^|S E?c js fl h S B •§ S 5 ad?g"'f^rtoi : f J I § 1 § 1 § I 8 p § § 5 s> 9 a o I d i, tt if a s § P ■§ i s ? SI |S-gHc~gogo>e p; ? i ,, ,^^i.s.^ :< .r"" H sra.s ll^sll^ilgjlS.I.SH^II 2 g 1 1 -s J |J | j ^1 » 1 1.| ll"! | 3 - 'rt > a S S S - H .2 S & .3 ti & fc s. * S ^3p|°a4jL g s j a ss 11*^1 i^slo^l 15*31.38 §^ ^ "8 1 1 % S I » § l£ 1 2 I S I £ § ■gjjjjoJj a^gSfi Sa-* a 8- 1 I S £ § 3 5 3 U S S S is ^5 ■ H a S Pips S oj .3 g £ 8 ■S 1 1 1 slhs 1 s l 1 t 43 8 * g ,?<* "8 311 si 3 5 i s cl ic 13 a" s l sis . « " || s H-°. is I I-5h H-ei 2 . !•" . gfefe fc nS <3£s sfeg 5 CC - sat s z- >J3 H gi- 3 ^53 b n 535 4 s§ fe°l 1^1 c ls "sll s 'a* c~l °. £■! Hi I 4s& ill •?!£ Ill sll «§& fil^ 131 III 3 8/8 -SdcE n h|§ |||* ■3 6 J ss ■o -2 -3 s .g U. 1° « 15 I 1 ! I: I 8 ^ S J g 1 1 HI I's.fc |r?| ! 1? 3^3 *|^ oS| ISI 111 la! »* 3 3;j r si aa ss. -as * "I « §-! ° St St, &*s ill s •» °if I g s III *' ^ £ l -S lis! is^ X .1I is Ml g a .8S 111 "£d 1 - 1 "• II j 1 1 ^ -s i "• 1 1 I- 1 1 §3 thy: 11 eS & _ s a 8 ^ • *l ■ spas £g S I 8 I la 11 lu II 52 ■a -t a.s'sS .J n | o JT I ^ ^3 § life ^Ifol^ tl ll 15 gllll<25 il If 3j i » Is ti Usui III 2 5 §§ 5 s cc) f g i ||| ill FEDERAL SERVICES The Federal services in Atlantic Coast ports are administered "by the vari- our agencies of the U. S. Government. The Federal Government offers to those engaged in commerce and navigation certain services of an advisory, protective, and regulatory nature. Such services may be a direct activity of the Govern- ment or furnished through or in cooperation with the activities of State or local-governing bodies. The principal offices of the Federal agencies in the Atlantic area are located in Boston, New York, Philadelphia, Baltimore, Norfolk, Charleston, Jacksonville, and Miami. Organization and policy determinations, however, originate at the departmental level of the respective agencies. Thus, the customs service is provided by the Department of the Treasury; quarantine by the Department of Health, Education, and Welfare; immigration and naturaliza- tion service by the Department of Justice; passport service by the Department of State; plant and animal quarantine and inspection by the Department of Agriculture; improvement and maintenance of rivers, harbors, connecting channels, and other waterway projects by the Department of the Army. In addition, several different agencies - all of which are under the De- partment of Commerce - provide services as follows: Checking of ship baro- meters, and interpreting and disseminating weather data by the Weather Bureau; surveying and charting coasts by the Coast and Geodetic Survey; handling mari- time affairs by the Maritime Administration; and fostering, promoting, and developing foreign commerce by the Bureau of International Commerce. Other services, all of which are provided by the Federal Maritime Commis- sion, include regulation of services, practices, and agreements of common carriers by water in foreign and domestic offshore trades; regulation of ter- minal operators and freight forwarders; and the investigation of discriminatory practices within the industry. Finally, the maintenance of buoyage systems and the examination and licensing of U. S. merchant marine officers, seamen, and harbor pilots are services provided by the U. S. Coast Guard, under the Depart- ment of the Treasury. The location and size of the field staffs of the individual agencies vary according to the size of the port, volume of traffic, and local requirements. In most areas, personnel are subject to call for necessary off-hour duty. At ports located some distance from the main field office, the Federal agencies involved cooperate locally, where an officer of one agency may act for another. The Bureau of Customs - in cooperation with the Departments of State, Agricul- ture, and Justice - represents agencies operating under these Departments in ports which are located some distance from main field offices. However, when the volume of traffic demands or when unusual problems are encountered, the individual agencies furnish the required personnel. The U. S. Coast Guard also assists in enforcing the Oil Pollution Act, anchorage regulations, and the laws relating to internal revenue, customs, immigration, neutrality, fisheries, and wildlife, which normally fall within the jurisdiction of other Federal agencies. Although Federal services are provided independently of any local authority, the respective agencies endeavor to maintain liaison with the State and local officials on matters of common interest. At times, the State and county - 28 - agriculture agents are designated by the Department of Agriculture's field office as Federal collaborators on plant and animal inspection and quarantine. The District offices of the Corps of Engineers are responsible for dredging the channels, and they cooperate with the pier occupant, who is responsible for dredging his own slips. The Passport Office of the Department of State is assisted by Federal and State courts in processing applicants for passports. Policing the port is a dual function of the local harbor police and U. S. Coast Guard. As a result of the Federal Government-provided services, a certain uni- formity of operation in all U. S. seaports has been established. Every ship captain is required to clear his ship at the local customs office before each sailing and after each arrival. The clearing consists of seeing that all ship regulatory formalities such as customs, bill of health, inspection, quarantine, and other Federal regulations are in order. In case any legal formalities have not been complied with, the ship may be detained. The functions of the Federal agencies exercising jurisdiction over water- borne commerce, passengers, and vessels at Atlantic Coast ports are summarized below. Bureau of Customs, Department of the Treasury . - The Bureau of Customs ad- ministers powers and duties vested in the Secretary of the Treasury pertaining to the importation and entry of merchandise into and the exportation of merchan- dise from the United States, and to the regulation of certain maritime activi- ties. The Bureau handles the registry, enrollment, and licensing of vessels; ad- measurement of vessels; collection of tonnage taxes; entrance and clearance of vessels and aircraft; regulation of vessels in the coasting and fishing trades; use of foreign vessels in the territorial waters of the United States; record- ing of mortgages and sales of vessels; protection of steerage passengers; and the remission and mitigation of fines, penalties, and forfeitures incurred under the laws governing these matters. In connection with the export control program, the Bureau of Customs is charged with inspection of all export declarations and permits presented as a prerequisite to export in order to insure compliance with the licensing pro- visions of Government agencies to prevent the exportation of controlled materials not under proper license or permit. The Bureau examines, on behalf of the State Department, passports of American citizens departing from the United States for certain foreign coun- tries. The Bureau also cooperates with the Department of Agriculture in con- nection with restrictions on the importation of certain foods. U. S. Coast Guard, Department of the Treasury . - The functions of the U. S. Coast Guard, as the Federal maritime police, embrace in general terms, maritime law enforcement, saving and protecting life and property, and safeguarding navigation on the high seas and navigable waters of the United States. The U. S. Coast Guard is empowered to enforce any law of the United States upon its navigable waters and high seas. Its duties include the prevention of smuggling and the enforcement of customs, navigation, and other laws governing - 29 - the operation of marine craft. It enforces laws relating to oil pollution, immigration, quarantine, and miscellaneous statutes for other Federal depart- ments, and assists the latter in the performance of their assigned duties. Through the Captain of the Port, the U. S. Coast Guard enforces rules and re- gulations governing the anchorage and movements of vessels, and exercises super- vision over the loading and unloading of explosives and other dangerous cargoes by vessels in the harbor and adjacent waters. In addition, the U. S. Coast Guard safeguards harbors, ports and waterfront facilities against destruction, loss or injury from sabotage or other subversive acts, accidents or other causes of similar nature; collects merchant vessel statistics and investigates marine disasters; approves plans for construction, repair, and alteration of vessels; approves materials, equipment, and appliances used in construction and operation of vessels; inspects vessels and their equip- ment and appliances, and issues certificates of inspection and permits for vessel operations which may be hazardous to life and property; administers load- line requirements; controls log books, assigns registry numbers to undocumented vessels; examines and issues licenses and certificates to U. S. merchant marine officers, seamen, and harbor pilots; suspends and revokes licenses and certifi- cates of U. S. merchant marine officers, seamen, and harbor pilots; superin- tends shipment, discharge, protection and welfare of merchant seamen; examines and issues licenses to motorboat operators. The U. S. Coast Guard also main- tains and operates all lights and other navigation aids in navigable channels of the United States. Corps of Engineers, Department of the Army . - The Corps of Engineers, under the direction of the Department of Defense and the Chief of Engineers, Depart- ment of the Army, administers all matters relating to construction, maintenance, and real estate necessary for the improvement of rivers, harbors, and waterways for navigation, flood control, and shore protection. The Corps of Engineers also administers the laws for the protection and preservation of the navigable waters of the United States. Oceanographic Office, Department of the Navy . - The mission of the Oceano- graphic Office (formerly Hydrographic Office) is to collect, evaluate, compile, produce, and distribute accurate and timely hydrographic, oceanographic, and aeronautical information. Information published by the Oceanographic Office includes nautical and aeronautical charts, the Sailing Directions, Naval Air Pilots, and related charts and publications calculated to afford the maximum possible navigational safety and facility to vessels of the U. S. Navy and U. S. merchant marine, and to naval aircraft operating over areas of strategic inter- est to the U. S. Navy. Bureau of Entomology and Plant Quarantine ; Departmen t of Agriculture . - The duties of this agency include the enforcement of quarantines and restrictive orders to prevent entry into the United States of dangerous plant pests, and to regulate the importation of nursery stock, fruits, vegetables, cotton, and other plants, and plant products likely to carry pests. Likewise, the Bureau is responsible for the inspection and certification as to freedom from injuri- ous pests and diseases of plants and plant products intended for export. Inbound vessels may be boarded by inspectors of the Bureau at any time or place, after clearance by the Department of Health, Education, and Welfare, for inspection and certification of freedom from injurious pests and diseases of plants and plant products. - 30 - Bureau of Animal Industry, Department of Agriculture . - The Bureau deals with the prevention, control, and eradication of animal diseases and parasites; conducts research on the production of livestock and their products ; performs inspection duties; and otherwise seeks to protect and develop the livestock, meat, poultry, and related industries. Inspection for compliance with the Bureau's regulations is usually made upon arrival of the vessel at the wharf. Trmtiigration and Naturalization Service, Department of Justice . - This serv- ice administers the immigration and naturalization laws relating to the admission, exclusion, and deportation of aliens, and the naturalization of resident aliens lawfully dwelling in the United States. Vessels are responsible for all aliens until they are granted entry, and in case this is refused, the vessel is respon- sible for their return to ports of embarkation. Public Health Service, Department of Health, Education and Welfare . - The Public Health Service, through its Bureau of Medical Services, is charged with matters pertaining to the protection and improvement of public health. In order to prevent the introduction of disease from abroad, the Bureau conducts the national maritime quarantine activities, makes physical examination of immi- grants, and inspects passengers and crews of vessels and airplanes arriving from foreign ports and domestic points when necessary to prevent the spread of com- municable disease. It also provides hospital and out-patient care to merchant seamen and other Federal beneficiaries. Vessels are given free pratique when health conditions on board are found to be satisfactory and fumigation is not required, but most vessels from the Orient are given provisional pratique and fumigated after the discharge of cargo. Vessels upon which quarantinable diseases are found may be remanded to a desig- nated detention station. Passport Office, Department of State . - This Office discharges the State Department's responsibilities in relation to the control of U. S. citizens and nationals leaving and entering territory under the jurisdiction of the United States . Applications for passports are made before a clerk of a Federal court or a State court authorized by law to naturalize aliens, or before an agent of the Passport Office. Applicants must furnish a previously issued passport or birth certificate and a witness who has known the applicant at least five years and who is known to the clerk or agent or who can definitely establish his or her identity. Weather Bureau, Department of Commerce . - The Weather Bureau is responsible for observing and interpreting weather data, preparing and disseminating weather forecasts and warnings, and for organizing and operating specialized air and maritime weather services. A general public weather service of daily weather bulletins, forecasts, warnings, and advices for agriculture, business, commerce, and industry is pro- vided through field stations. The information furnished is based on State-by- State forecasts issued from district forecast centers and is adjusted to local areas by local weather offices. The international air routes are served by specialized forecasting and pilot briefing services, with special attention to transatlantic flights. - 31 - The marine meteorological service collects weather observations from ves- sels at sea, and supplies bulletins of weather reports, forecasts, and storm warnings for surface shipping. Marine sections of the main field offices also perform marine barometer checks. Coast and Ge odeti c Survey, Depart men t of Commerce . - The functions of the Coast and Geodetic Survey include surveying and charting the coasts of the United States and its possessions to insure the safe navigation of coastal and intracoastal waters; the study of tides and currents; compilation of aeronauti- cal charts to meet the needs of pilots of aircraft; and the observation of the earth's magnetism to furnish magnetic information essential to the mariner, aviator, land surveyor, and radio engineer. The various data issued by the Coast and Geodetic Survey include nautical and aeronautical charts; annual tables of predicted tides and currents; charts showing magnetic declination; and the Coast Pilots which supplement the nautical charts with information re- lative to anchorages, port facilities, and sailing directions. Maritime Ad ministration, Department of Commerce . - The Maritime Administra- tion is charged with responsibilities in connection with the maritime affairs of the United States. The Maritime Administrator also serves as chairman of the three-member Maritime Subsidy Board with respect to awarding, amending, and ter- minating subsidy contracts. The Maritime Administration is responsible for fostering the development, promotion, and operation of an American merchant marine adequate to meet the needs of the national defense and of the domestic and foreign waterbome com- merce of the United States. The functions of the Maritime Administration include the award of ship construction-differential and ship operating-differential subsidies to the American merchant marine; the construction, repair, and opera- tion of merchant ships; the maintenance of national defense reserve fleets of Government- owned ships; the administration of subsidy programs and other Govern- ment aids to shipping; the maintenance of reserve shipyards for ship construc- tion in national emergencies; the training of U. S. merchant marine officers; the operation of the U. S. Merchant Marine Academy; and the making of rules and regulations with respect to the foregoing functions. Included among the Administration's responsibilities are the determination of the ocean services necessary for the development and maintenance of the foreign waterbome commerce of the United States and the vessel types required to provide such services; operation of certain Government- owned warehouses; in- vestigation of foreign and U. S. vessel construction and operating costs; examin- ation of foreign merchant marine subsidy practices; and recommendations to the Department of the Navy for the payment of the cost of national defense features added to merchant vessels. In the field of port development, the Maritime Administration's functions include matters concerning the administration, operation and physical develop- ment of ocean ports. It investigates regions tributary to ports, taking into consideration the economics of transportation by rail, water, highway, and pipe- line, and the natural direction of the flow of commerce; analyzes congestion of ports and the applicable remedies; devises types of marine terminals and their equipment; advises with communities regarding the proper location and plan of piers, wharves, docks, and marine terminals; examines the practicability and advantages of harbor and port improvements; and represents the U. S. Government in the technical field of ports. - 32 - Bureau of International Commerce, Department of Commerce , - The Bureau of International Commerce fosters and promotes the foreign trade of the United States. To this end it provides foreign trade information both to the Govern- ment and to the business community, exercises export control authority so as to serve foreign policy and national security objectives, cooperates with other countries in the solution of trade and exchange problems, maintains detailed information on foreign firms and individuals engaged in international trade, brings specific trade opportunities to the attention of U. S. exporters and im- porters, and helps in resolving trade disagreements between U. S. and foreign businessmen. Bureau of the Census, Department of Commerce . - The Bureau of the Census, Foreign Trade Division, formulates and develops plans and programs for the col- lection, processing, and dissemination of statistical data relating to various aspects of the export and import trade of the United States and foreign trade shipping. With regard to waterborne foreign trade, the Foreign Trade Division plans and provides technical direction for the collection, compilation, and analysis of data relating to foreign trade shipping activity by commodity, name and flag of vessel, type of vessel serviced, port activity at each port, and other related data. Federal Maritime Commission . - The Federal Maritime Commission is an in- dependent regulatory agency. It was established under the provisions of Reor- ganization Plan No. 7 submitted to the Congress by President Kennedy on June 12, 1961. The basic objective of Reorganization Plan No. 7 is to strengthen and re- vitalize the administration of the broad regulatory provisions of the various shipping acts. The Federal Maritime Commission is charged with the responsibil- ity of enforcing the provisions of the shipping laws which are specified in Reorganization Plan No. 7. The principle areas of responsibility of the Federal Maritime Commission are: 1. Regulation of services, practices, and agreements of common carriers by water and other persons engaged in the foreign commerce of the United States, including acceptance or rejection of tariff filings of common carriers engaged in the foreign commerce. 2. Regulation of rates, fares, charges, classifications, tariffs, regu- lations, and practices of common carriers by water in the domestic off-shore trade of the United States, including prescribing reasonable maximum and minimum rates for the domestic off-shore trade. 3. Regulation of practices of ocean freight forwarders and of terminal operators furnishing terminal facilities for or in connection with a common carrier by water; licensing and supervising the practices of independent ocean freight forwarders who are found to be fit, willing, and able to properly carry on the business of freight forwarding. k. Approving, disapproving, canceling or modifying conference agreements between common carriers by water in the foreign and domestic off-shore trades of the United States and supervising actions taken pursuant to such agreements; acting similarly with respect to other agreements - 33 - "between common carriers "by water, between common carriers by water and other persons (such as terminal operators and freight forwarders) subject to the Shipping Act, 1916, and between such other persons subject to this Act which have a competitive impact or represent a cooperative working arrangement. 5. Approving or disapproving contract rate systems used by common carriers by water or conferences of such carriers in foreign commerce. 6. Making rules and regulations affecting shipping in the foreign trade to meet conditions unfavorable to shipping which result from foreign laws, rules or regulations, or from competitive methods used by foreign flag carriers. 7. Reviewing and determining the validity of alleged violations of the various provisions of the shipping statutes; conducting formal investi- gations and hearings; and making decisions as to whether or not a vio- lation has occurred, including the awarding of reparations for injuries in appropriate circumstances. The Federal Maritime Commission is headed by five Commissioners. The Chair- man of the Commission is appointed by the President from among the five members. The organizational structure of the Commission, in addition to the Commissioners, includes a Secretary and Assistant Secretary, a General Counsel and Deputy General Counsel, a Chief Hearing Examiner, a Regulations Consultant, and an Executive Director and Deputy Executive Director. The following offices and bureaus report to the Chairman of the Commission through the Office of the Executive Director: Office of Administrative Management Office of Information Services Bureau of Foreign Regulation Bureau of Domestic Regulation Bureau of Administrative Proceedings Bureau of Investigation Bureau of Financial Analysis The Commission also maintains an office on each of the three ocean coasts, and these offices are responsible for the administrative coordination of all field programs. A Great Lakes office has not been activated. The three coast representatives with their addresses and telephone numbers are listed below: Ralph M. Hylton Acting District Manager Atlantic Coast District Federal Maritime Commission 45 Broadway New York, New York WHitehall 3-8000 - 3^ Harvey P. Schneiber Acting District Manager Pacific Coast District Federal Maritime Commission 180 Nev Montgomery Street San Francisco, California YUkon 6-3500 Ralph P. Dickson Acting District Manager Gulf Coast District Federal Maritime Commission 701 Loyola Avenue New Orleans, Louisiana 529 - 2411 Inquiries concerning the Federal Maritime Commission or requests for in- formation about the Federal Maritime Commission may be addressed to the nearest district office or to: Federal Maritime Commission 1321 H Street, N. W. Washington 25, D. C. 35 - 13 SI g 1 B g 1 § § > 3 ^ s t U •sal fe s % 3 £ o s o 1 i o § rt Q £ £ <; £-"'d 1 tJ 3 *. °" S™ 3 u% oSc-h s 8. >>1 >»s S 1 3 £2 *£ i *| *| » ^ 3£ « 8ri g B. l& 1: s E £ E»S £ Ob, £-" 3 sss £§ £££ *i | o & i O s| II " g o 111 s si sZ o 1 k H*l? £•" £ § *i Is « Mm S <§ || & i. 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Il I & i 1° 1 I lit | 1 I 1 II 1 S I II 1 | | s >, 0- g t HS 8 S i8 *,§ c £ * 2 si g 1 1 : ;i 3 1 3 g a «" a c S-t „ 12 r t 1™ g 1 Il *l i II as r 55 - 19 - ,_- § . I § 1 1 ■1 m J m n i d j c M g i! 3 "i s 1 V : ' : 5 b . l+? is 31 •3 83 3 3 I S I s <§ £ ■9 .5 I £.5 1 1 g£ o •?£ i? ™ li | 1 £ § "1 ■s 3 f I B% I |-g ■8 SS 1*1 S3 Hi si " » -D -D U II 1 1 £P S ° t I ° 3 a «■ 1 to i Ixn 8 % 1 Q f I" I i £ a * a § S5 1 1 I Q 1 R - i li i? M £, -o -o -a •a ■o -a •a -o ■a •o p o £ "° •O -D-D H ° f M •g l e a ■g S II | s 1 t * 6 S « < it g •| 1 i P. e at «: 1! " t a * 3 i « Q a £1 1 *.i 1 3 -8 « 3 1 .3 | * 1 id 1 1 rt •! % I 3 & si 1 3 *t i? jj * ? S 1 1 ^ £ j? I * fl 1 5 .5 Jj 0, £ 11 1 g g ~ 2 CO ™s m 3 CO 3 CO CO M CO 33 fl S t 1 1 1 g to g § 3§ U 1 3 1 1 •& g *> d B II ft 23 .3 SS ■s ea s § i s i i € & a 1 si 8 «:§ a-s ;■;;; S 1 ss s e 1 | i 1* g s ° CO ° E is I t II 5 §cm £ §5 £ So o c t< 5 § *i i a £ i I 1 g § 1 s jj s •c 3 a * | IS 5= ti- g f to 1 * g s ° 3 * g B ■s | fa a ll 1 i» 1 h < » 8 1 e * g | 1 fi { Sfcn^ 1 M 3 ^ ■ •- , i s d a, g § 8 1 a^U s fi l 1 g s •E 1 1 £ 11 h& ^ s ! d 3 § £ 1" § § ■g § 1 I | J - 11 8 1 1°. s ■8 | S c3 S ° £ 1 § II o en a 1 II d II 1 g „ I i - 1 N . s § *• s II 1 1 1 g f 1 ™ || £ 1 1 i sl 1 ** I "•1 $ 1 is f * SI 1 1 g| »;& § SI £ a* Q 1 & ° 1 Is j> 1 i 11 1 1 Is I? 1 11 § § KO °" CO f° r example, marine terminal operators in the port of Philadelphia formed the Port of Philadelphia Marine Terminal Association. The association was approved by the Federal Maritime Commission, formerly the Federal Maritime Board. Shortly thereafter, the IT marine terminal operators drafted a tariff for the purpose of establishing uniform rates, rules, regulations, and charges for terminal services in the port of Philadelphia. The tariff would govern all the marine terminal operators who were members of the association for all of the terminal services listed in the tariff. It was filed in March i960 with the Federal Maritime Board and became effective April 1, i960. Uni- form definitions and rates for the following terminal services; namely, Wharf- age, Free Time, Wharf Demurrage, Railroad Car Loading and Unloading, Lighter Loading and Unloading, and Truck Loading and Unloading were contained in the tariff. The association has established among its members uniformity and stability in connection with terminal rates, practices, and regulations. Although not all terminal operators in the Delaware River Port are members of the associa- tion, the stability provided by the tariff serves as a pattern for other ter- minal operators in the port and exerts a favorable influence over the entire industry. Whereas no attempt has been made to examine each and every one of the tariffs filed with the Federal Maritime Commission, reference has been made to tariffs considered to be representative of a particular port whereby data may be presented on major charges incurred within the selected terminals by either the vessel operators or the cargo interests. These are indicated in the accom- panying tables which follow the definition of services and charges. - kk - SPECIAL NOTICE While this report was going to press, it was announced that some of the Atlantic Coast ports, working under Section 1$ of the Merchant Marine Act of 1920, are preparing to review their tariff charges and anticipate action in the near future toward the increasing of certain charges. This review was the result of the granting of an increase in labor costs which may influence the present level of rates. Therefore, some of the charges quoted in this Chapter may be subject to increase. \6 - DEFINITION OF SERVICES AND CHARGES ASSESSED AGAINST VESSELS AND/OR CARGO The services performed and facilities furnished by terminals in Atlantic Coast ports for vessels and/or cargo are generally similar. In the definitions contained in the published tariffs, an effort has been made to include a clear and inclusive list of the specific activities in each definition in order to enable terminal operators, the shipping public, carriers, and interested Federal agencies to determine the degree to which each service contributes to port efficiency in terms of overall costs. Whereas it may be difficult for all terminals in all ports to secure com- plete uniformity of definition, owing to unique local conditions, types of com- modity, and other justified exceptions, the published tariffs generally contain explicit charges under headings and definitions that are clear and concise. The following selected definitions and explanations of services available at Atlantic Coast ports include only selected services of major significance. For other services available and charges assessed against vessels and/or cargo, the governing tariffs should be consulted. Wharfage. - Wharfage is a charge usually levied against the cargo passing or conveyed over or onto a wharf or transferred between vessels or loaded from or discharged into a barge or lighter over shipside while the vessel occupies a berth at a wharf. However, for presentation in tabular form in this report, coverage is restricted to miscellaneous cargoes involving indirect movement via the place of rest between on-carrier and vessel. Charges for this service vary by substantial amounts between the various ports. Further, some ports assess wharfage against the vessel rather than against the cargo. At other terminals, it is the practice to include dockage and wharfage under one charge. Certain terminal operators make a berthage charge against the vessel for use of cargo space in terminal shed. Dockage . - Dockage is a charge usually levied by terminal operators against the vessel for berthing space. On the Atlantic Coast numerous rail-owned or rail-controlled terminals grant free dockage with respect to cargo having a prior or subsequent haul by rail. Where dockage is assessed, the charge varies widely between ports in the North Atlantic. On the other hand, the charge varies very little between ports of the South Atlantic. The latter group have established uniform dockage rates, i.e., 3 cents per gross registered ton which is similar to the rate as applied by the Port of New York Authority. At some North Atlantic ports, dockage is charged either on the basis of a flat rate per day, or is based upon the net registered ton size of the vessel. Baltimore and Boston, however, have each established dockage rates which relate to the volume of cargo handled and not to the size of the vessel. Loading and Unloading . - These terms are usually applied to the services of transferring freight to and from railroad cars, motortrucks, and similar con- veyances, and to and from the place of rest on the wharf or within the transit shed. Loading and unloading charges are published by railroads, port authori- ties, motor carriers, and pier operating companies. A more detailed description as issued by the Port of Philadelphia Marine Terminal Association follows: - k6 - Railroad Carloading and Car Unloading. - Definitions: (a) Railroad Carloading consists of removing cargo from the pier and placing it in the railroad car. The charge for railroad carloading shall be assessed against the rail carrier or the party ordering the service performed where the Railroad is not respon- sible for the carloading charge. (b) Railroad Car Unloading consists of removing cargo from a railroad car and placing it on the pier. The charge for railroad car unloading shall be assessed against the rail carrier or the party ordering the service performed where the Railroad is not respon- sible for the car unloading charge. (c) Usage: Usage shall mean the use of the pier, dock, wharf or other terminal property by the rail carrier, its agents, servants and/or employees when it elects to perform its own railroad carloading and/or unloading. Lighter Loading and Unloading. - Definitions: (a) Lighter Loading consists in removing cargo from the pier and placing it on the lighter. The charge for lighter loading shall be assessed against the operator of the lighter or the party ordering the service performed where the operator of the lighter is not responsible for the loading charge. (b) Lighter Unloading consists of removing cargo from the lighter and placing it on the pier. The charge for lighter unloading shall be assessed against the lighter operator or the party ordering the service performed where the operator of the lighter is not responsible for the unloading charge. (c) Usage: Usage shall mean the use of the pier, dock, wharf or other terminal property by the lighter owner, or operator, its agents, servants and/or employees when it elects to perform its own lighter loading and/or unloading. Truck Loading and Unloading. - Definitions: (a) Truck Loading: Truck Loading shall mean the service of moving cargo from a place of rest on the U7 pier which is readily accessible to the truck, elevating the cargo onto the truck and stowing of the cargo in the truck, but shall not include special stowage, sorting or grading of, or otherwise selectii the cargo, for the convenience of the trucker or the consignee. The service shall include loading on consignee's pallets. The loading and stowing of cargo in the truck shall be under the supervision of the driver of the truck. (b) Truck Unloading: Truck unloading shall mean the service of removing cargo from the body of the truck to a place of rest designated by the Terminal Opera- tor, and shall include sorting by port. The unloading of cargo from a truck shall be under the supervision of the driver of the truck. (c) Partial Loading or Unloading (Tailgate): Partial loading or unloading, commonly called "tailgate load- ing or unloading," shall mean the service which is performed when packaged cargo other than pre-palletiz or skidded cargo can be loaded onto the tailgate of the truck or unloaded from the tailgate of the truck by the use of an operator and a machine. If addition labor is required for this operation the full loading or unloading rate will be applicable. (This provisio shall not be construed as compelling the Terminal Operator to provide pallets). (d) Loading and Unloading of Pre -palletized or Skidde Cargo: Pre-palletized or skidded cargo is cargo whic is pre-palletized or skidded to the satisfaction of the Terminal Operator and which is situated on the pier or on the truck so that it can be loaded into a truck or unloaded from a truck by the insertion of the Terminal Operator's forklift truck blades into the pallet or skid without any necessity of shifting the cargo prior to such insertion. If the cargo is not so situated the full loading or unloading rates are applicable. (e) Usage: Usage shall mean the use of the pier, dock wharf or other terminal property by the trucker, shipper, or consignee, their agents, servants and/or employees, when it elects to perform its own truck loading or unloading. -U8 (f) Package: The word "package" shall also include pieces, unpackaged freight units, and all articles of any description except goods shipped in bulk. Free Time . - By "Free Time" is meant a specified number of days or hours during which freight may remain on wharf or terminal premises without incurring wharf demurrage. It is the specified time allowed on in-bound or out-bound traffic before the assessment of charges for storage. Labor . - The term includes longshore and terminal work. The Chapter on Labor discusses the principal provisions and gives rates of pay established by signed contracts, showing the effective dates, rules, benefits, and local con- ditions. Pilotage. - The service of guiding a vessel into or out of a harbor or through a channel or passage or shifting within the limits of the port, for - which a major charge is assessed against the vessel, based on some unit such as draft or tonnage. Vessels under control of a local duly licensed United States pilot are exempt. Representative rates are shown in table on Pilotage. Quarantine . - Quarantine to prevent the introduction of human communicable disease is mandatory at all ports. For the control and eradication of diseases and insect pests of animals and plants , meat inspection and related quarantines are also enforced. The provisions for medical and hospital care and enforce- ment of all quarantine laws are discussed under the appropriate Federal Service. Towage . - The service rendered by tugs or towboats in assisting vessels into and out of a harbor, in docking and undocking, and in moving lighters, carfloats, etc., from pier to pier, for which a major charge is assessed against the vessel. The use of tugs to assist vessels entering, leaving, or shifting is usually not mandatory. Water . - See tabulation on Water Rates listing ports where vessels can obtain water for boiler and/ or drinking use, rate of supply, and charge assessed; and water boat rates for service in stream and other pertinent information. h9 SELECTED TARIFF LISTINGS Port Title of Tariff MAINE Portland Maine Port Authority State Pier Tariff No. 1 MASSACHUSETTS Boston Massachusetts Port Authority- Tariff P. B.C. 12 - F.M.B. No. 1 RHODE ISLAND Portsmouth Atlantic Terminals, Inc. F.M.B. No. 33 CONNECTICUT Bridgeport Cilco Terminal Co., Inc. F.M.B. No. 1 NEW YORK New York Albany The Port of New York Authority (Port Newark) Schedule 2A 5 The Port of New York Authority (Port Newark) Schedule 3A 6 Department of Marine and Aviation Public Wharf Charges 7 New York Terminal Conference Tariff No. 5 8 Albany Port District Commission Tariff 9 NEW JERSEY Newark (See New York) Trenton Marine Terminal, Inc. Tariff No. 6 10 Camden Camden Marine Terminals C.M.T. Tariff No. 20 - $0 SELECTED TARIFF LISTINGS (Continued) Title of Tariff PENNSYLVANIA Philadelphia Port of Philadelphia Marine Terminal Association, F.M.B. - T. No. 1 DELAWARE Wilmington Wilmington Marine Terminal Tariff No. 13 13 MARYLAND Baltimore Maryland Port Authority Terminal Charges ll* VIRGINIA Norfolk Newport News Lamberts Point Docks Terminal Tariff No. 1 Chesapeake and Ohio Railway Co, 15 16 NORTH CAROLINA Wilmington and Morehead City North Carolina State Ports Authority Terminal Tariff No. 3, F.M.B. No. k 17 SOUTH CAROLINA Charleston Georgetown Port Royal South Carolina State Ports Authority Terminal Tariff No. 1 18 GEORGIA Savannah Brunswick Savannah State Docks Terminal Tariff No. 1 - D Brunswick Port Authority Terminal Tariff No. 1 - A 19 51 - SELECTED TARIFF LISTINGS (Continued) Port Title of Tariff Numb FLORIDA Jacksonville Municipal Docks and Terminals of The City of Jacksonville, Florida Terminal Tariff F.M.B. 11 21 Palm Beach Port of Palm Beach Tariff No. 3 22 Port Everglades Port Everglades Tariff No. k 23 Miami Port of Miami Tariff No. 8 2k $2 - 1 3 I 1 « - S d III 1 See Remarks Commonwealth Pier applies dockage charge of 200 per short ton on all cargo loaded or discharged, minimum $100 per day per berth. $100 .03 per vessel N.R.T. $75 minimum .03 per vessel G.R.T. .03 per vessel N.R.T. .05 per vessel N.R.T. $125 minimum 1 1 a .67 See Loading/Unloading • 9U 1.50 Applies to freight on-carried by truck. .10 .50 .15 Wharf Usage 1.00 Shed Usage A top wharfage charge of 100 per Vessels Working ton per day applies on goods Overside Over Pier placed on pier before vessel ar- rival or remaining after 2li hours $ 10 $ 20 after vessel's deoarture . 25 UO 25 75 50 125 50 170 75 200 75 225 100 225 .25 See New York .30 See Remarks No wharfage is charged but ter- of 35# per ton 1 MAMIE Portland Rail Cargo Truck Cargo MASSACHUSETTS Boston (a) Cargo, N.0.3. (Except (B)) (b) " " Intercoastal RHODE ISLAND Portsmouth CONNECTICUT Bridgeport NEW YORK New York* New York Port Authority Port Newark City of New York Dept. of Marine & Aviation Per day charge based on size of vessel: (Applies at pub- Up to 500 N.R.T. 501 to 1000 N.R.T. 1001 to 2000 N.R.T. 2001 to 3000 N.R.T. 3001 to U000 N.R.T. tlOOl to 5000 N.R.T. 5001 to 6000 N.R.T. Over 6000 N.R.T. Albany NEW JERSEY Newark Trenton Camden 1 i 1 U J £ 5? S a H 3 in H PT H H° Eg S f? w v,^ !3 i Si EH $ l ^8 I •3 & £ >> So ™ fc »S -3 a" 8 &s3 11^ F4 •■fl~ l 5 f 1 li &»^ ■° as 8 S s § § ys S I 18 ass SSI "1 1- II s |8 II ° SS 1 III e: ^ eh; 6,' ^ e; h e4 h" 1 ^ 2 o ^ o ■s "3 o : o "3 I I ji 1 M Mil lis.! till I. 1 I °.£ a S3 § 8| m »b km 8 8 8 1 1 •g &•§ •c * 1 1 H H S3 ° § 8 & s I s f S Free time includes Saturdays, Sun- days and holidays. Intercoastal Free time: Foreign inbound excludes Saturdays, Sundays and holidays; Foreign Outbound includes Saturdays, Free time includes Saturdays, Sun- days and holidays. Free time coast- wise (excluding Saturdays, Sundays and holidays) inbound in Carload Lots 3 days; Less than Carload Lots U days. Storage SI. 20 per ton per Free time includes Saturdays, Sun days and holidays. Storage 60£ p short ton for 30 days. PORTS CHARGES REMARKS MAINE Searsport N.A. Portland 186 Includes wharfage charge of 670. NEW HAMPSHIRE Portsmouth N.A. MASSACHUSETTS Boston N.A. Rate for labor furnished on request. (Hoosac Grain Elevator also handles General Cargo ) . New Bedford N.A. Fall River N.A. RHODE ISLAND Portsmouth N.A. * Providence N.A. CONNECTICUT New London N.A. New Haven N.A. Bridgeport N.A. Rates furnished on request. (Terminal reserves right to load trucks and cars. No deliveries at end of ships tackle.) NEW YORK Albany (Trucks: Between Shed and Truck) $1.00 For rail charges, see Albany Port District on Tariff No. 17. New York, New York, and New Jersey Truck: Cargo measuring 100 cu. ft. per long ton or less See Tariff for cargo measuring over 100 cu. ft. per long ton. Single commodity of 25,000 lbs. 130 per 10C lbs. Less than 25,000 lbs. 160 " " " Palletized Cargo (See Tariff for exceptions) 6g-0 " " " Pre-unitized Cargo Units 1000 - 2000 lbs. 90 ■ 40 " Units 2001 - 6000 lbs. Lighters, etc. Loading Unloading Volume rate, 100 Tons or More Each 68 59 Less Volume Rate 70§ 63 Railroad Cars on Floats Alongside Vessel $2.12 $2 12 No charge for single pieces of cargo weighing 6-25 tons providing cargo is received from or destined to a railroad. NEW JERSEY Trenton Trucks: Partial service at tailgate 60 per 100 lbs. Delivery effected when cargo placed on pallets on To load or handle cargo in the truck 110 « tailgate; however, when equipment and/or labor are requested a charge of $1.14 per 100 lbs. applies. Camden Trucks : Performed by railroad companies in accordance with Loading per ton (W/M) $2.00 provisions of tariff on import, export and inter- coastal traffic. PENNSYLVANIA Philadelphia Car Service: (Loading or unloading) $2.33 Truck: Full loading or unloading 130^ pel 100 lbs. User charge: Whenever rail line lighter operator Tailgete loading or unloading " " or truck operator performs own loading or unloading Pre-palletized cargo 4f " operation a charge of 30 per 100 lbs. usage charge Lighter: (Loading or unloading) $2.50 is assessed by the terminal operator. PORTS CHARGES REMARKS DELAWARE Wilmington N.A. User charge: 14# per short ton assessed when Board of Harbor Commissioners does not receive handling charge. (Board reserves the right to load or unload trucks with its own equipment and/or labor.) MARYLAND Baltimore Car Truck $2.07 $2.71 Unless absorbed by rail carrier when .tailrcad labor is used a user charge of 30# per net ton is assessed carrier making pick up or delivery. DISTRICT OF COLUMBIA Washington N.A. VIRGINIA Alexandria N.A. Norfolk 7(6 per 100 lbs. Limited to articles weighing 5,000 lbs. or less. Portsmouth N.A. Newport Nevis $1.92 When no line haul is involved. Cargo also, subject to weight limitations. Hopewell N.A. Richmond N.A. NORTH CAROLINA Morehead City 150 Handling includes movement of cargo between place of rest and storage or place of rest and cars or vehicles . Wilmington 150 Same as Morehead City. SOUTH CAROLINA Georgetown 150 Port Royal 150 Charleston 150 GEORGIA Savannah 150 Brunswick 150 FLORIDA Fernandina N.A. Jacksonville $2.00 Canaveral Harbor N.A. Fort Pierce N.A. Palm Beach $1.50 Handling performed by port personnel. Port Everglade Truck: 1st handle - 2nd handle - Rail ships ide/point point of rest/Truck W/T $1.30 $2.73 N.A. M/T $1.H $1.58 Subject to special arrangement with freight handler. Miami N.A. User Charge: Trackage $6 per car; Truck service $A for loading/unloading. MISCELLANEOUS RATES AND CHARGES The miscellaneous rates, services, and charges at Atlantic Coast ports in- clude the provision of water and electricity which are generally available at the principal terminals. Different practices exist at the various ports in the methods by which water and electricity charges are assessed. With respect to water rates and charges, the difference arises because some ports charge by the gallon, some by the ton with a minimum charge, while others charge by the cubic foot. The basis of charges for electricity is by the kilowatt -hour, per day or by each connection. In other instances ports without published tariffs will furnish rates and charges on application. Water is generally available at the ports at charges such as 21 cents a ton at Wilmington, Del.; 55 cents a ton at ports in North Carolina, South . Carolina, and Georgia; and 70 cents a ton in New Jersey. The rates and charges for electricity vary for the first 100 kilowatt-hour. The charges are reduced considerably with each additional 100 kilowatt-hour furnished. In Wilmington, Del.: for example, a charge of 10 cents is made for the first 100 kilowatt-hours, 9z cents for the next 100 kilowatt-hours, and finally for 26,000 kilowatt-hours the charge is \\\ cents for each 100 kilowatt- hours • - 67 TABLE X UNITED STATES ATLANTIC COAST PORTS WATER Basis for Charges Rate in Cents ELECTRIC Basis for Charges I T Y Rate in Cents MAINE Searsport N.A. N.A. Portland Per 1,000 gals. (Minimum $2.50) 100 Rates on application N.A. NEW HAMPSHIRE Portsmouth N.A. N.A. MASSACHUSETTS Boston Per 100 cu.ft. (Minimum $20.00) 16| Per K.W.H. (Minimum §10.00) 6 New Bedford Per 100 cu.ft'. 15 Per K.W.H. 15 Fall River N.A. N.A. RHODE ISLAND Portsmouth N.A. N.A. Providence N.A. N.A. CONNECTICUT New London N.A. N.A. New Haven N.A. N.A. Bridgeport Per Ton on Mon.-Fri. (Sat., Sun. & Holi- days by agreement) $15 minimum 30 Yard lights $25 and aboard ship $1.00 per night NSW YORK Albany- Per 100 cu.ft. (Minimum $10.00) 100 Light - Per 100 watt light per night of ten hours 40 New York, New York & New Jersey N.A. N.A. NEW JERSEY Trenton Per Ton (During re- gular hours) (During Nov. 15-Mar.30, add 35^ per ton) 70 Per K.W.H. (Min. $1.00 each connection) 12 Camden Per 100 cu.ft. (Minimum $10.00) 70 Per K.W.H. 15 PENNSYLVANIA Philadelphia N.A. N.A. DELAWARE Wilmington Per Net ton (Minimum $10.00) 21 1st 100 K.W.H. next 100 " next 100 " next 300 " next 400 " next 3,000 " next 26,000 " 100 TABLE X (Continued) UNITED STATES ATLANTIC COAST PORTS WATER Basis for Charges Rate in Cents sis for C T R I C Charges I T Y Rate in Cents MARYLAND Baltimore N.A. N.A. DISTRICT OF COLUMBIA Washington N.A. N.A. VIRGINIA Alexandria N.A. N.A. Norfolk Per 1,000 gals. ('Minimum of $15.00 Straight Time) 150 N.A. Portsmouth Per 1,000 gals. (Minimum of $15.00 Straight Time) 150 N.A. Newport News N.A. N.A. Hopewell N.A. N.A. Richmond N.A. N.A. NORTH CAROLINA Morehead City Per net ton (Minimum of $10.00) 55 Per day 500 Wilmington Per net ton (Minimum of §10.00) 55 Per day 500 SOUTH CAROLINA Georgetown N.A. N.A. Port Royal N.A. N.A. Charleston Per net ton (Minimum of $8.25) 55 Each 48 connection hours per 350 GEORGIA Savannah Per net ton (Minimum of $1.25) 55 N.A. Brunswick Per net ton (Minimum of $1.25) 55 FLORIDA Fernandina N.A. N.A. Jacksonville N.A. N.A. Canaveral Harbor N.A. N.A. Fort Pierce N.A. N.A. Palm Beach Port Everglades Per ten (250 gal.) or $10.00 per hook up 50 N.A. Each day connection per 250 N.A. Miami Per ton (250 gal.) 50 (Hose used-$5.00 per vessel) Each day connection per 250 REGULATION OF TERMINAL RATES AND PRACTICES The establishment of fixed rates, rules, regulations, and practices for or in connection with the business of furnishing wharfage, dock, warehouse, and other terminal facilities on the Atlantic Coast (as well as with the transpor- tation of cargo by carriers operating regular liner services in foreign trade), usually is controlled by steamship conferences. Also, a number of terminal operators, port authorities, terminal associations and stevedore companies are in agreement with each other in an effort to establish uniform charges and practices. Section l£ of the Shipping Act of 1916 requires that agreements forming such conferences be submitted to the Federal Maritime Commission for its approval before becoming lawfully effective. Broadly speaking, the Shipping Act gives to common carriers by water, to terminal operators, and to other persons the privilege of entering into coopera- tive working agreements which bring about stabilized and uniform conditions for all concerned. These agreements, under control of the Federal Maritime Commis- sion, are voluntary compacts under which private industry is able to bring about a degree of self -regulation. The extent of the Commission's control is to see that this privilege is exercised fairly and in the public benefit. In the case of a terminal operator, he is required to establish and main- tain just and reasonable terminal rates and practices in connection with re- ceiving, handling, storing, and delivering cargo. The Shipping Act does not extend to the actual charges assessed for use of the terminal or its services. However, terminal operators file their schedules of charges and practices with the Federal Maritime Commission and follow a policy of giving 30 days' advance notice of changes. Each port reserves to itself the right of special treatment of cargoes originating within its immediate vicinity - in a broad sense - cargoes of non- competitive nature. A number of port and terminal operators and steamship lines on the Atlantic Coast are parties to agreements approved by the Federal Maritime Commission. These agreements are usually limited to a particular port or coast, as for ex- ample, the port of Boston, the North Atlantic Coast or the South Atlantic Coast. Significant Atlantic Coast Terminal Conferences and related agreements, permitted under Section 15 of the Shipping Act, on file with the Federal Mari- time Commission as of July 18, 1961, are as follows: Number Name and Description 7925 North Atlantic Marine Terminal Lumber Conference - Terminal Conference 7935 Cooperative Working Arrangement - Re Wharfage, Free Time, Demurrage and Labor charges at Philadelphia 8005 New York Terminal Conference - Terminal Conference 8185 The Port of New York Authority and United Port Service Co. - Lease of Terminal 82U5 The Port of New York Authority and Brigantine Terminal Corp. - Lease of Terminal - 70 - Number Name and Description 836^ Cooperative Working Arrangement - Re Wharfage and Dockage Charges at Boston 8U25 Port of Philadelphia Marine Terminal Association - Terminal Conference 8U35 Norfolk Marine Terminal Association - Terminal Conference 8U£> South Atlantic Ports Association - Terminal Conference The various kinds of Section 15 agreements such as terminal conferences, lease of terminals, and cooperative working arrangements differ somewhat in objective and intention. Therefore, it can be concluded that there is con- siderable flexibility in the kind of agreements that can be entered into, and they are developed along the lines best suited to special problems in defined port areas. For example, the Port of Philadelphia Marine Terminal Association was formulated in i960 which functions under Section 1$ of the Shipping Act. of 1916. Most of the important general cargo terminals in the port of Philadel- phia became signatories. As a result of the association, the publication of the Terminal Tariff brought a greater uniformity of practices and charges with the objective of stabilizing conditions within the port area. At the turn of the year, a better understanding and a healthier situation between terminals in the area was in evidence. Four representative agreements of various port authorities, railroads, and marine terminal operators on the Atlantic Coast illustrate the objective that can be accomplished under Section l£ of the Ship- ping Act of l°l6. These agreements have been entered into on the initiative of the parties themselves, and have been approved by the Federal Maritime Com- mission. In the North Atlantic, the Port of New York Authority, one stevedoring corporation, and three terminal operators are members of Agreement No. 7925, which is quoted as follows: NORTH ATLANTIC MARINE TERMINAL LUMBER CONFERENCE Parties to agreement as of July 1961 Lumber Exchange Terminal, Inc. Wiggin Terminals, Inc. Pittston Stevedoring Corporation The Port of New York Authority Atlantic Terminals, Inc. THE PARTIES HERETO, being of the opinion that cooperation, in the manner and to the extent herein provided, between the operators of MARINE TERMINAL FACILITIES at which lumber is handled at North Atlantic Ports will result in substantial benefits to the operators and users of such facilities and to the general public, DO HEREBY MUTUALLY UNDERTAKE AND AGREE, each for itself and for its succes- sors and assigns, and each with each other Party separately, and each will all other Parties jointly, as follows: - 71 - 1 . Indivi dual Status . Each Party represents and warrants that it is engaged in the business of furnishing wharfage, dock, warehouse, or other terminal facilities in connec- tion with common carriers by water, within the meaning of the United States Shipping Act of 1916, as amended, which said facilities are herein called Marine Terminal Facilities. 2. Scope of Agreement . The provisions hereof relate solely to the operations of the Parties in furnishing Marine Terminal Facilities in connection with common carriers by water (within the meaning of the United States Shipping Act of 1916, as amended) for and in connection with the receipt, delivery, handling and/or storage of lumber and other forest products, at North Atlantic Ports, which said term as used herein refers to ports in the States of Maine, New Hamp- shire, Massachusetts, Rhode Island, Connecticut, New York, New Jersey, Penn- sylvania, Delaware, Maryland and Virginia and in the District of Columbia. The provisions hereof do not relate to any other operations of the Parties whatsoever. (a) The Parties hereto shall constitute and be members of an association to be known as the NORTH ATLANTIC MARINE TERMINAL LUMBER CONFERENCE (herein called the Conference), for the purpose of facilitating cooperation between them under and pursuant to this agreement. (b) The Conference shall have a Chairman, a Vice Chairman and a Secretary- Treasurer. The Chairman shall preside at meetings of the Conference and shall have such other duties as may be imposed upon him by and pursuant to this agree- ment. The Vice Chairman shall perform the duties of the Chairman in the event that the Chairman by reason of absence or for any other cause is unable or fails to act. The Secretary-Treasurer shall have charge of and be responsible for the records, correspondence and funds of the Conference and shall perform the duties customarily performed by secretaries and treasurers and such other duties as may be imposed upon him by or pursuant to this agreement. The officers of the Conference shall be elected at the annual meeting of the Conference and shall serve until their successors are elected. Any vacancy occurring between annual meetings shall be filled for the balance of the term by election at the next meeting of the Conference, annual or special, or in the manner provided in sub-division (g) below. Officers of the Conference need not be officers or employees of members. (c) Annual meetings of the Conference will be held as agreed upon by the members and at such time and place as may be designated by the Chairman. Special meetings of the Conference shall be held from time to time between - 72 - annual meetings at such times and 'places as may be designated by the Chairman. In addition, special meetings may be called by any six members of the Confer- ence acting jointly or by such other method as may be adopted by the Confer- ence and set forth in the By-Laws of the Conference. Notice of the time and place of each meeting shall be given to each mem- ber not more than thirty days and not less than seven days in advance, by mail addressed to the member's last known address and signed by the person or persons calling the meeting. (d) The annual dues payable by members of the Conference shall be such amount, not exceeding $500.00 per year, as may be provided in the By-Laws. (e) Members shall be represented at meetings of the Conference by such person or persons as they may designate for that purpose, but each member shall have only one vote. A representation of a majority of the members shall constitute a quorum for the purpose of doing business, and all action at meetings of the Conference shall be by majority vote of the members repre- sented at the meeting. (f) The Conference shall have power to adopt and from time to time amend By-Laws for the following purposes and such purposes only: To establish procedural rules with respect to the conduct of business at its meetings. To modify or supplement the provisions of this agreement with respect to the method of calling meetings. To provide for additional officers or employees and to fix their qualifications and duties. To impose duties upon the Chairman, Vice Chairman and Secretary- Treasurer in addition to those imposed by this agreement. To fix, increase or decrease the annual dues. True copies of said By-Laws and of any amendments, revisions or recessions thereof shall be promptly filed by the Secretary- Treasurer with the governmen- tal agency charged with the administration of Section 15 of the Shipping Act, 1916, as amended. (g) For the purpose of adopting or amending By-Laws or taking any vote or other action which may properly be taken by the members of the Conference at a meeting, the members may act not only at meetings of the Conference, but also by mail, telegram, radiogram, teletype and other means of communication. To initiate any such action, either the Chairman or any two or more members of the Conference may file with the Secretary- Treasurer a formal resolution in writing, together with a request that it be submitted to the membership for action as aforesaid. As promptly as is reasonably practicable thereafter, the Secretary- Treasurer shall submit such resolution to the members for action by whichever of the aforesaid means of communication the Secretary- Treasurer deems proper, specifying a reasonable period of time within which the members must - 73 - advise the Secretary-Treasurer as to their votes. Unless within the time so specified a majority of the members shall have advised the Secretary-Treasurer that they are in favor of the resolution, the resolution shall be deemed to be rejected. The Secretary- Treasurer shall furnish all members of the Conference notice of action taken on each resolution and shall forward promptly to the aforementioned governmental agency a copy of each resolution and advice as to the action taken thereon. 4-. Rat es. Charges and Practic es. (a) Each Party hereto agrees to file with the governmental agency charged with the administration of Section 15 of the Shipping Act, 1916, as amended, and to keep open to public inspection, the following documents: (1) Schedules and tariffs showing all the rates and charges for the furnishing of Marine Terminal Facilities in connection with common carriers by water (within the meaning of the United States Shipping Act of 1916, as amended), for and in connection with the receipt, delivery, handling and/or storage of lumber and other forest products, at North Atlantic Ports, together with all rules and regulations in connection therewith. (2) True copies, or if oral, true and complete memoranda, of every contract or agreement which accords rates, charges or services differing from those provided in such schedules or tariffs, and (3) All modifications or cancellations of such schedules, tariffs, rules, regulations, contracts or agreements, including correc- tions and supplements thereto and reissues thereof. Each Party hereto further agrees to file copies of the aforesaid docu- ments with the Secretary-Treasurer of the Conference at the time it files them with the aforementioned governmental agency, and at the same time to mail copies thereof to each of the other members of the Conference at its last known address. In the case of Parties signing this agreement prior to its approval as contemplated by Section 8 hereof pursuant to Section 15 of the Shipping Act, as amended, said copies of the aforesaid documents shall be filed with the aforesaid governmental agency and with the Secretary- Treasurer within 60 days after the date on which this agreement is approved pursuant to said Section of the Shipping Act. In the case of any Party who signs this agreement as contemplated by Sec- tion 5 hereof subsequent to its approval pursuant to said Section 15 of the Shipping Act, said copies of the aforesaid documents shall be filed with the aforesaid governmental agency and with the Secretary- Treasurer within 30 days after such Party returns two signed counterparts of this agreement to the Secretary- Treasurer as provided in said Section 5. Ih (b) Each Party hereto agrees that so long as it remains a Party to this agreement and a member of the Conference it will not deviate from the schedules, tariffs, rules, regulations, contracts and agreements, filed as aforesaid, ex- cept pursuant to modifications, cancellations or corrections thereof or supple- ments thereto, similarly filed. Each Party further agrees that no such modifi- cation, cancellation, correction or supplement shall take effect until 30 days after it has been filed as aforesaid and 30 days notice given to the public, unless good cause exists for making it effective at an earlier date. The fol- lowing shall be deemed to constitute notice to the public for the purposes of this agreement, to wit: The posting of an easily readable notice at a con- spicuous place on each wharf, dock or other place where lumber or lumber pro- ducts are received or delivered by such Party, stating where a copy of such modification, cancellation, correction or supplement is on file (which must be a place within the same municipality) and when it will take effect, and also that it may be inspected by any person at the place specified without assigning any reason therefor. (c) The meetings of the Conference are primarily for the purpose of af- fording the Parties hereto an opportunity to meet and discuss the rates, charges and services of the various Parties for and in connection with the furnishing of Marine Terminal Facilities for and in connection with the re- ceipt, delivery, handling and/or storage of lumber and other forest products at North Atlantic Ports as aforesaid, and the Parties agree that such meetings shall be held from time to time for that purpose. The Secretary- Treasurer shall prepare or cause to be prepared and keep summary minutes of all such meetings, including memoranda of the topics discussed, and shall forward true copies of the same to afore-mentioned governmental agency and to each Party to this agreement. If it finds it practicable, each of the Parties hereto will consult with other members of the Conference at a meeting of the Conference regarding any modifications, cancellations, corrections or supplements, of the type mentioned in sub-division (b) above, before filing them with the above- mentioned governmental agency; but each Party shall be the sole judge as to whether it is practicable for it so to do and no Party shall be in breach of this agreement by reason of its failure so to do. (d) Nothing herein contained shall be deemed to imply that the Conference may fix or regulate the rates, charges, services or practices of its members, or that any Party hereto or member of the Conference shall be bound by any rule, regulation, decision, resolution, by-law or other action of the Confer- ence with respect to rates, charges, practices or services; but each Party and member of the Conference shall (unless it expressly hereafter otherwise agrees in writing) retain complete freedom to fix its own rates and charges, establish its own practices and determine what services it will offer, subject to its agreement set forth above in sub-division (b) of this Section No. 4, to file its schedules, tariffs, contracts and agreements and not to deviate therefrom. If however any member or members of the Conference shall hereafter enter into any agreement, express or implied, with respect to such rates, charges, practices or services, it shall promptly be reduced to writing and signed by the Parties adhering thereto, and copies thereof shall be filed with the afore- mentioned governmental agency and the Secretary- Treasurer of the Conference and with all members of the Conference, and shall be kept open to public inspection. No such agreement shall have force and effect until so filed, and unless ap- proved by the aforementioned governmental agency. - 7S - (e) Nothing herein contained shall require any Party to divulge any in- formation or data to any other Party which such Party is not required by law to divulge to such other Party provided that no Party shall conceal from any other Party any information or data, the concealment of which would make any of the information or data voluntarily divulged by such Party to such other Party misleading. 5 . New Mem bers . Any corporation, partnership or other person or legal entity engaged or intending to engage in the business of furnishing Marine Terminal Facilities in connection with common carriers by water (within the meaning of the United States Shipping Act of 1916, as amended) , for and in connection with the re- ceipt, delivery, handling and/or storage of lumber and other forest products at North Atlantic Ports, may file with the Secretary- Treasurer an application, setting forth the following: (a) The name and business address of the applicant. (b) Either that the applicant is engaged in business as aforesaid, or in the alternate, that the applicant is not so engaged but intends so to engage on or about a specified date. (c) That the applicant desires to become a party to this agreement and a member of the Conference. (d) If the applicant is a private corporation, the names and addresses of its officers and directors and of each person holding more than 25% of its stock. If a partnership, the names and addresses of its members. If a public or municipal corporation, the name, title and address of the administrative officer who is or will be in charge of the aforesaid business of the applicant. (e) Such other information as the applicant may desire to give in support of the application. The Secretary-Treasurer shall promptly refer each such application to a committee (herein called the Executive Committee), consisting of the Chairman, the Vice Chairman and the Secretary- Treasurer, for investigation, and shall notify all Parties to this agreement that he has done so. As promptly as may be reasonably practicable, and after receiving from the applicant such addi- tional information and evidence as the Committee deems pertinent, and after making such investigation as it deems desirable, the Executive Committee shall find and determine whether or not in its opinion just and reasonable cause exists for denying the application. If the Executive Committee finds and determines that no just and reason- able cause exists for denying the application, the application shall be deemed to be approved, and the Secretary- Treasurer shall forward to the applicant promptly (but not unless and until the applicant is actually engaged in business as aforesaid) three counterparts of this agreement, one to be re- tained by the applicant and two to be executed by or on behalf of the appli- cant and returned to the Secretary- Treasurer. Upon the return of said two counterparts duly signed by or on behalf of the applicant, the Secretary- Treasurer shall notify the governmental agency charged with the administration - 76 - of Section 15 of the Shipping Act, 1916, as amended, and from and after the date on which such notice to such governmental agency is given (but not until such notice is given), the applicant shall be a Party to this agreement and a member of the Conference, and the Secretary- Treasurer shall so advise all other Parties to this agreement. If, however, the Executive Committee finds and determines that in its opinion just and reasonable cause exists for denying the application, it shall prepare and sign, in triplicate, a statement of the reasons for such finding and determination, one copy of which shall be promptly forwarded by the Secretary-Treasurer to the aforesaid governmental agency, and two copies of which shall be retained by the Secretary- Treasurer in and as part of his re- cords. In any such event, the application shall be deemed to be denied. The Secretary- Treasurer shall promptly make a sufficient number of conformed copies of said statement, and shall forward one of such conformed copies to the ap- plicant and one to each of the Parties to this Agreement. For the purpose of performing its duties, the Executive Committee may con- sult, discuss, vote, approve findings, determinations and statements, and take other action, not only at meetings of the Committee, but also by mail, tele- gram, radiogram, teletype and other means of communication. 6. Termination of Membership . Upon the happening of any of the following events, any Party hereto shall forthwith cease to be a member of the Conference and a Party to this agreement, to wit: (a) If such Party files with the Secretary- Treasurer of the Conference an instrument in writing, duly signed by or on behalf of such Party, stating that such Party withdraws as a member of the Conference and as a Party to this agree- ment. Copy of each such instrument shall be furnished promptly to the govern- mental agency charged with the administration of Section 15 of the Shipping Act, 1916, as amended, by the withdrawing member. (b) If such Party fails to pay its annual dues when the same are due and payable, and a resolution is adopted by the Conference at any annual or special meeting held while such Party is still in default, declaring that be- cause of such default such Party shall no longer be a Party hereto and a member of the Conference. (c) If such Party is guilty of a breach of sub-division (a) or (b) of Sec- tion U (Rates, Charges and Practices) hereof, and within one year thereafter a resolution is adopted by the Conference at any annual or special meeting da- daring that because of such default such Party shall no longer be a Party hereto and a member of the Conference. (d) If the representation made by such Party in Section 1 (Individual Status) hereof is false, whether or not any or all of the other Parties knew or should have known of its falsity at the time it was made. (e) If such Party ceases (within the meaning of the United States Shipping Act of 1916, as amended) to carry on the business of furnishing Marine Terminal Facilities . - 77 - (f) If such Party ceases for a period of one year to engage in furnish- ing Marine Terminal Facilities for and in connection with the receipt, deli- very, handling and/or storage of lumber and other forest products, at North Atlantic Ports. Any Party who ceases, voluntarily or involuntarily, to be a Party to this agreement and a member of the Conference shall nevertheless be and remain liable of any breaches of this agreement of which he may theretofore have been guilty. Prompt notice of all membership terminations pursuant to this Section 6 shall be furnished the governmental agency charged with the administration of Section 15 of the Shipping Act, 1916, as amended, by the Secretary-Treasurer of the Conference. 7. Amendments . This agreement may be amended or supplemented by an instrument in writing, duly signed by or on behalf of all the Parties hereto; but no such amendatory or supplemental agreement shall be effective unless and until a true copy thereof has been filed and approved pursuant to the provisions of Section 15 of the Shipping Act, 1916, as amended. 8. Effective Date . This agreement shall take effect when it has been duly signed by or on behalf of four or more Parties, and a true copy thereof has been filed and approved pursuant to Section 15 of the Shipping Act, 1916, as amended. In Pennsylvania, three railroads are members of Agreement No. 7935 and is quoted as follows: COOPERATIVE WORKING ARRANGEMENT - RE WHARFAGE, FREE TIME DEMURRAGE AND LABOR CHARGES AT PHILADELPHIA Parties to Agreement as of December 1961 The Baltimore and Ohio Railroad Company The Pennsylvania Railroad Company Reading Company AGREEMENT dated the 31st day of August, 1953, by and between: THE BALTI- MORE AND OHIO RAILROAD COMPANY, a corporation organized and existing under the laws of the State of Maryland, THE PENNSYLVANIA RAILROAD COMPANY, a corpora- tion organized and existing under the laws of the State of Pennsylvania, and READING COf.iPANY, a corporation organized and existing under the laws of the State of Pennsylvania. WHEREAS, the parties hereto, are owners and/or operators of certain wharves or piers at Philadelphia, Pa., at which certain top wharfage, pier (wharf) demurrage and labor charges are assessed on freight, handled on said wharves or piers, which does not move to or from said wharves or piers by rail; - 78 - New, THEREFORE, THIS AGREEMENT WITNESSETH: 1. The parties hereto, subject to the approval of the Federal Maritime Com- mission, pursuant to Section 15 of the Shipping Act, 1916, as amended, herewith enter into a co-operative working arrangement whereby it is mutually agreed that before any one of said parties shall change its rates and rules governing top wharfage, free time, pier (wharf) demurrage and labor charges on freight handled on its wharves or piers at Philadelphia which does not move to or from said wharves or piers by rail, it will submit such proposed changes to the other parties and afford them an opportunity for consultation and for the making of such changes as they may desire in their own rates and rules, with the understanding that the party proposing such change reserves the right to make it effective at its own wharves or piers regardless of the action of the other parties hereto, but not earlier than forty (UO) days after notice to the other parties of its intention so to act. 2. Such changes shall not be made on less than thirty (30) days' notice to the public, except when good cause exists for shorter notice. 3. The rates and rules referred to herein shall be recorded in tariffs or circulars of the parties hereto, and a copy of each such tariff or circular, including all supplements thereto and re -issues thereof, shall be furnished promptly to the Federal Maritime Commission, Washington, D. C, or its successor in authority. U. Any owner and/or operator of piers or wharves in Philadelphia, Pa., may become a party to this Agreement upon consent of all parties hereto and by executing a counterpart hereof. Every application for participation in this Agreement shall be acted upon promptly and in no instance shall participation in this Agreement be denied an applicant except for just and reasonable cause. Prompt advice of any such denial, together with full statement of the reasons therefor shall be furnished the Federal Maritime Commission or its successor in authority. No participation of additional parties in this Agreement shall be effective until a signed counterpart of this Agreement has been mailed to the Federal Maritime Commission or its successor in authority. 5>. Any party to this Agreement may withdraw therefrom by giving thirty (30) days' written notice of such intention to the other parties and forwarding a copy thereof to the Federal Maritime Commission or its successor in authority. 6. The parties hereto may mutually designate an individual, firm or corpor- ation as their authorized representative under this Agreement to receive notice of approval thereof and all other official notices and communications pertaining hereto. Prompt notice of the name of any such individual, firm or corporation so designated shall be furnished the Federal Maritime Commission or its successor in authority. 7. It is understood that an executed counterpart of this Agreement shall be filed with the Federal Maritime Commission, and this Agreement shall be effective upon approval thereof by said Commission. In New York, a Port Authority and a Terminal Corporation are members of Agreement No. 82U5, which is quoted as follows: - 79 - THE PORT OF NEW YORK AUTHORITY AND BRIGANTINE TERMINAL CORPORATION Parties to agreement as of December 1961 The Port of New York Authority Brigantine Terminal Corporation THIS AGREEMENT, made as of December 10, 1956, by and between THE PORT OF NEW YORK AUTHORITY, (hereinafter called "the Port Authority"), a body corporate and politic created by Compact between the States of New York and New Jersey with the consent of the Congress of the United States of America, having its office at 111 Eighth Avenue, In the City, County and State of New York, and BRIGANTINE TERMINAL CORPORATION, (hereinafter called "Brigantine"), a corpora- tion organized and existing under the laws of the State of Delaware, with an office and place of business at 30 Broad Street, New York U 9 New York, WITNESSETH THAT: WHEREAS, the Port Authority and Brigantine have heretofore entered into a lease of premises at the Brooklyn-Port Authority Piers, under which lease Brigantine has the exclusive right to berth seagoing vessels owned or operated by the Maersk Line, and WHEREAS, the Port Authority is willing to grant Brigantine the right to berth seagoing vessels other than those owned and operated by the Maersk Line, but upon certain conditions which will prevent wasteful and unwarranted com- petition with respect to the furnishing of terminal facilities, NOW, THEREFORE, in consideration of the mutual covenants and agreements hereinafter contained, the parties hereto agree as follows: 1. Brigantine, in accordance with the terms of the said lease heretofore entered into between the parties hereto of premises at the Brooklyn-Port Authority Piers, will make charges on a cost or other basis as determined by Brigantine to vessels owned or operated by the Maersk Line. 2. Brigantine shall have the right to berth in the berthing area (describ- ed in the said lease) seagoing vessels other than those owned or operated by the Maersk Line, carrying or about to carry passengers or cargo, provided . that with respect to such vessels other than those ov/ned or operated by the Maersk Line, Brigantine will require payment of charges for the use of the facilities under the said lease which would be made as to such vessels if they were berthed at the same time at marine terminal facilities operated by the Port Authority at the Brooklyn-Port Authority Piers, and each of Brigantine 1 s charges shall be at least equal in amount to the corresponding charges set forth in the Port Author- ity's Schedule of Rates and Charges in effect at that time at the Brooklyn-Port Authority Piers. 3. This Agreement shall not be effective until any necessary approval by the Federal Maritime Commission is obtained. 4.. If for any reason whatsoever this Agreement is void, invalid or unen- forceable the said agreement of lease heretofore entered into between the parties hereto shall continue in full force and effect. - 80 - 5. Neither the Commissioners of the Port Authority nor any of them, nor any officer, agent or employee thereof shall be charged personally by Brigantine with any liability, or held liable to Brigantine under any term or provision of this Agreement, or because of its execution or attempted execution, or because of any breach or attempted or alleged breach thereof. In the South Atlantic, four Port Authorities and one warehouse and ter- minal corporation are members of Agreement No. 84-55 and is quoted as follows: SOUTH ATLANTIC PORTS ASSOCIATION Parties to Agreement as of April I960 North Carolina State Ports Authority Champion Compress Warehouse and Sprunt Docks owned and operated by the Sprunt Corporation South Carolina State Ports Authority Georgia Ports Authority Brunswick Port Authority WHEREAS the parties hereto in consideration of the benefits, advantages and privileges to be derived from the formation of a cooperative working arrangement as permitted under Section 15 of the Shipping Act of 1916 as amend- ed: and WHEREAS the interests of the shipping public at ports on the South Atlantic Coast of the United States, as named in tariffs filed by parties hereto pur- suant to this Agreement, can be more adequately served and just and reasonable terminal rates, charges, classifications, rules, regulations and practices at terminals in such ports for interstate and foreign water-borne traffic can be more adequately maintained by the formation of such a cooperative working arrangement; now, therefore, The parties hereto associate themselves into an association to be known as "SOUTH ATLANTIC PORTS ASSOCIATION" hereinafter referred to as the Association and severally agree as follows: 1. To assess and collect all terminal rates and/or charges for or in con- nection with traffic handled by them within the scope of this agreement. 2. That with relation to such operations the Association and/or its in- dividual members shall establish, maintain, publish and file tariffs containing just and reasonable rates, charges, classifications, rules, regulations and practices with respect to all terminal and accessorial services performed at their docks and marine terminals for or in connection with water-borne traffic; that said tariffs and all additions or supplements thereto and changes therein shall be filed with the Federal Maritime Commission in accordance with the Ship- ping Act, 1916, as amended, and in accordance with the rules and regulations of the Federal Maritime Commission, that they will not in any respect deviate from or violate any of the terms of said tariffs, and that no rates or charges assess- ed or collected pursuant to such tariffs shall be directly or indirectly, - 81 - illegally or unlawfully refunded or remitted in whole or in part in any manner or by any device. 3. That no changes in said rates, charges, classifications, rules, regu- lations and practices shall be made without five (5) days prior notice of such proposed changes to members of the Association, who shall have opportunity for consultation relative to such changes and before publication thereof; provided, that nothing in this agreement shall be construed as limiting or affecting the right of individual parties hereto to take action independently of the Associa- tion in establishing or changing terminal rates and/or practices for its own account after such notice. Provided, however, that when one (1) or more party (s) gives notice of any such change the other parties, after having an opportunity for consultation, may make similar charge, and changes for all parties so desiring shall be effective the same date. k» To elect from their membership by a majority vote a Chairman who shall serve without compensation for one year or until his successor has been elected and installed. 5>. Association meetings shall be held at the request of the Chairman or of any two members at places, dates, and hours to be mutually agreed upon by the parties hereto from time to time. 6. The Association may employ a tariff publishing agent and/or Secretary who shall, under the supervision and direction of the Association Chairman, act in behalf of the Association, or its individual members. 7. Such contributions as may be necessary to defray expenses of the Asso- ciation shall be borne by the parties hereto in accordance with the proportions fixed by them from time to time. 8. By consent of the majority of all parties hereto, any responsible port terminal operator at said South Atlantic Ports, may hereafter become a party to this Agreement upon written acceptance of its terms and conditions and by affixing his signature to a counterpart hereof. Said Agreement shall not be- come effective as to such additional party until written notice has been given by the Association to the Federal Maritime Commission. The admission of any such terminal operator shall not be denied without just, and reasonable cause. Prompt advice of any such denial, together with full statement of the reasons therefor shall be furnished the Federal Maritime Commission. 9. Any party to this Agreement may withdraw from the Association at any time upon giving not less than thirty (30) days 1 written notice to the Associa- tion Secretary, and mailing a copy of such notice of withdrawal to the Federal Maritime Commission. 10. All action under this Agreement shall be by majority vote of the mem- bers, limited to one vote per membership, except as otherwise specifically provided in the Agreement. A quorum at all meetings of the Association shall consist of two-thirds of the members. 11. This Agreement shall not be amended or modified except by unanimous consent of all parties hereto. 12. This Agreement, or any modification thereof, shall not become effective until approved pursuant to Section 15 of the Shipping Act, 1916, as amended. 13. This Agreement shall be executed in triplicate, two copies to be filed with the Federal Maritime Commission, Washington, D. C, and one copy to be filed with the Secretary of the Association, 83 LOCAL PORT RULES AND REGULATIONS Local rules and regulations applicable at each port are promulgated "by local and State port authorities and their enforcement is the responsibility of the harbor master, port warden, or other designated official in the port. An examination of the various rules at selected ports on the Atlantic Coast indicate, in general, that local rules and regulations cover safety fea- tures in handling and berthing ships and protective measures governing cargo. Local rules and regulations, of course, are subordinate to Federal statutes. The Federal agencies exercising jurisdiction over waterborne commerce, navi- gable channels, passengers, and vessels endeavor to maintain liaison with State and local public officials on matters of common interest. Detailed information is contained in individual port tariffs and published manuals applicable to the port. Also, as new laws are needed, special ordinances are published to update and modify the existing port regulations. The acts, establishing the various port organizations, were created for the purpose of enabling ports to perform more effectively their functions for the benefit of the communities which they serve. Generally their responsibili- ties embraced the improvement, regulation, and supervision of the construction, extension, alteration, maintenance and use of wharves, piers, bulkheads, docks, and harbor structures. The acts also provide for the acquisition of property by purchase and by condemnation as well as provide authority for the making and enforcement of rules and regulations and for the fixing of penalties for viola- tion thereof. Since the origination of these port departments, the changes in the charac- ter of our waterborne commerce, the increased volume of our import/export trade, the improved methods of handling cargo into or out of vessels and through the terminals, and the substantial improvements made in the channels of our rivers and harbors, have made it desirable to enlarge and extend the powers given the port departments for the development of their wharves, docks, and harbors and for the formulation of regulations governing safety features and protective measures related thereto. To give an indication of the pertinent topics covered in the various rules and regulations, a digest of some of the more significant ordinances has been selected from those published by the ports of Boston, Massachusetts; Philadelphia, Pennsylvania; and Baltimore, Maryland; and are reproduced below: State regulations on handling gasoline and fuel oil . (Boston) - In accord- ance with the provisions of Chapter 1^8 of the General Laws, the Department of Public Safety hereby prescribes the following rules and regulations governing the keeping for sale, handling, and transportation of gasoline and fuel oil, and the disposition of crude petroleum or any of its products in harbors or in other waters of the Commonwealth: Section 1. For the purpose of these rules and regulations, the following words shall have the meanings respectively assigned to them: (a) "Fuel boat," a boat or vessel used for the keeping for sale of gasoline or fuel oil. - 81+ - (b) "Fuel oil," any oil which emits a flammable vapor at a temper- ature not lower than one hundred and fifteen degrees (llj? ) Fahrenheit, to be ascertained by any standard closed-cup instrument. (c) "Gasoline," any volatile flammable liquid that will emit a flammable vapor at a temperature lower than one hundred degrees (100°) Fahrenheit, to be ascertained by any standard closed-cup instrument. (d) "Approved," approved by the Marshal. (e) "Marshal, 1 ' The State Fire Marshal. (f) "Inspector," an inspector or police officer of the Department of Public Safety. (g) "Person," any person, firm, or corporation. Sec. 2. No person shall keep for sale, handle, or transport gasoline or fuel oil, or dispose of crude petroleum or any of its products on the waters of the Commonwealth except in accordance with these rules and regula- tions . Sec. 3. No gasoline or fuel oil shall be kept for sale in any harbor or on other waters of the Commonwealth, nor shall any gasoline or fuel oil be transported upon any of the waters of the Commonwealth unless a permit has first been secured therefor from the Marshal. Sec. U« The Permit provided for in the preceding section shall remain in force unless suspended or revoked for cause by the Marshal, and shall be subject to examination at all times by any police officer, Harbor Master, or by an inspector. Sec. 5« Gasoline and fuel oil shall be transported or delivered in barges or other vessels specially designed, constructed, or adapted for such purposes and approved by the Marshal. Sec. 6. Fuel boats shall be subject to assignment as to location by the Harbor Master in accordance with the authority vested in him by General Laws, chapter one hundred and two. When located on waters where no Harbor Master is provided such assignment shall be made by the Marshal. Sec. 7. Each fuel boat shall, in addition to the regular anchor or mooring chain, be equipped with a guard chain of the same size as the anchor or mooring chain, one end of which shall be attached securely by a shackle to the stem at the waterline of said boat and the other end by sister-hooks to the anchor or mooring chain, outside the hawsepipe. - 85 Sec. 8, Gasoline or fuel oil kept for sale on fuel boats shall be stored in steel tanks. Puch tanks shall be constructed, braced, and secured as to prevent injury, rupture or displacement, and to withstand any stress to which they may be subjected. (a) Each such tank shall be provided with a separate filler pipe, the receiving end of which shall be securely connected to a deck plate set flush with the deck and fitted with a screw cap and located at a point convenient for filling. Each such filler pipe shall extend to and into the tank to a point within two inches of the bottom thereof, and shall be so installed as to be free from traps or other pockets. (b) Each such tank shall be provided with a vent pipe of the same size as the filler pipe which shall extend from the tank to a point not less than four feet above the deck line and which shall terminate in an approved screened weather hood. (c) When the liquid is to be discharged from a tank by means of a pump, the filler pipe may be used for the purpose. If an independent suction pipe is used, it shall be installed in the same manner as the filler pipe. (d) A tank from which the liquid is to be drawn by gravity shall be equipped with a self-closing valve located as near to the tank as possible. (e) All pumps used in connection with the discharging of liquid from a tank shall be by-passed back to the tank. (f ) All piping connected to tanks shall be run as direct as possible, shall be so located and secured in place as not to be liable to injury, and shall have all joints and connections made up tight and secure. Sec. 9» Hose used in connection with filling tanks or the discharging of liquid therefrom shall be of rubber and protected by a flexible metal covering to prevent injury to same, and shall be of sufficient length and properly supported to prevent any strain thereto. In the filling of a tank, a tight screw connection shall be made between the filling hose or discharge pipe of a pump and the filler pipe of the tank to be filled. Sec. 10. No gasoline or fuel oil shall be delivered to any vessel having its tanks located below deck unless each tank is equipped with a separate filler pipe, the receiving end of which shall be securely connected to a deck plate and fitted with a screw cap. Such pipe shall extend to and into the tank. Each tank shall be provided with a suitable vent pipe which shall extend from the tank to the outside air. The provisions of this section shall apply only to vessels constructed or altered for use after the effective date of these regulations. - 86 - Sec. 11. No gasoline or fuel oil shall be delivered to any storage tank by means of a pump or under pressure unless such storage tank is designed to withstand the additional stress to which it may be subjected or unless the vent pipe for such tank is of sufficient size to relieve the tank of any undue pressure. Sec. 12. Every fuel boat used for the keeping for sale of gasoline, and every barge or vessel used for the transportation of gasoline shall be provided with such fire extinguishing appliances as may be prescribed by the Marshal. Sec. 13. Every fuel boat used for the keeping for sale of gasoline, and every barge or vessel used for the transportation of gasoline shall be identified by a name or number painted on each side of the bow, and shall display on a suitable staff a red flag, not less than three feet long by two feet wide, bearing the word "Gasoline" on both sides thereof with letters of sufficient size to be readily discernible at a reasonable distance. Sec. 1U. Smoking is prohibited or; any fuel boat used for the keeping for sale of gasoline, or on any barge or vessel used for the transportation or delivery of gasoline, and notices to that effect shall be conspicuously posted on such boats. Sec. 15. No person shall pump, discharge, deposit, throw or spill, or cause to be pumped, discharged, deposited, thrown or spilled into or on the waters of any lake, pond, river, creek, or brook within the jurisdiction of this Commonwealth, or into or on the waters of any harbor, cove, or bay within the jurisdiction of the Commonwealth, or into or on the waters within three miles of the shore of this Commonwealth, any crude petroleum or its products or any other flammable oil or any bilge water from any receptacle containing any of the said substances. Sec. 16. Fuel boats shall be open to inspection by any police officer or Harbor Master having jurisdiction, or by an inspector. Anchor watch and lights . (Boston) - All vessels at anchor in the harbor of Boston shall keep an anchor watch at all times, and shall keep a clear and distinct light suspended, at least 6 feet above the deck, during the nightj and whenever the provisions of this section shall be violated on board any vessel the master or owners shall be liable to a penalty of not more than $20, and shall be held liable to pay all damages that may be occasioned by such violation. Anchorage . (Boston) - The master of a vessel within a harbor for which a harbor master is appointed shall anchor his vessel according to the regula- tions of the harbor master, and shall move to such place as he directs. The master of a towboat having a vessel in tow and a pilot having a vessel in charge shall allow such vessel to anchor only in such place as the regulations of the harbor master provides for anchorage. A harbor master may 87 regulate arid station all vessels in the streams or channels of his harbor, and may remove such as he determines are not fairly and actually employed in receiving or discharging their cargoes, to make room for such others as require to be more immediately accommodated for such purposes. Dumping of refuse , (Boston) - Whoever wilfully and without lawful authority or license therefore, deposits in a harbor or other navigable tide waters, stones, gravel, mud, ballast, cinders, ashes, dirt, or any other substance tending to injure the navigation or to shoal the depth thereof, or throws or drops into such waters any barrel, box, log, timber or other object, tending to obstruct the navigation thereof, shall be punished by a fine of not less than twenty nor more than one hundred dollars. Pollution . (Boston) - Whoever pumps, discharges, or deposits or causes to be pumped, discharged, or deposited, any crude petroleum or any of its products, or any other oils, or any bilge water or water from any receptacle containing any of said substances, or any other matter or refuse, into the waters or flats of Boston Harbor, as defined in section cne of chapter ninety-one of the General Laws, as appearing in the Tercentenary Edition, or its tributaries, in such a manner and to such an extent as to be a pollution or contamination of said waters or flats or a nuisance or to be injurious to the public health, shall be punished by a fine of not more than five hundred dollars. Obstruction . (Boston) - No warp or line shall be passed across a channel or dock so as to obstruct vessels passing along the same. Removal of vessels . (Boston) - A harbor master may, at the expense of the master or owner thereof, cause the removal of any vessel which lies in his harbor and is not moved when directed by him, and upon the neglect or refusal of such master or owners on demand to pay such expense, he may re- cover the same from them in contract, to the use of the town where the harbor is situated. If the master or other person in charge of a vessel occupying a berth at a wharf or pier fails, after notice from the wharfinger thereof or his agent, to remove his vessel from such berth within such time as the harbor master adjudges reasonable, the harbor master shall cause such vessel to be moved to some other berth or anchored in the stream, and may recover the expense thereof in contract from the master or owners thereof, to the use of the town where the harbor is situated. Fire Protection , (Philadelphia) - The smoking of pipes, cigars, or cigarettes, or the carrying of unprotected lights of any character, into or upon any wharf, pier or shed on the Delaware or Schuylkill water fronts is prohibited; and owners, lessees or tenants of such property shall display in a prominent place a printed sign announcing such prohibition. The piers, wharves, sheds, warehouses or buildings along the Delaware and Schuylkill water fronts hereafter erected under the jurisdiction of the Port Division shall be equipped with a proper fire protection service for use by occupants as first aid fire protection, to meet in each case, the re- quirements of the National Board of Fire Underwriters for that particular case. No rubbish, refuse or combustible materials other than car go -freight, shall be permitted to remain over night upon or within any wharf, pier or shed along the Delaware and Schuylkill water fronts, and all such material shall be removed each day before sundown. Overloading structure s. (Philadelphia) - In order to avoid danger to structures from overloading, all piers, wharves, sheds, warehouses, or other buildings shall have printed or painted signs, stating the maximum safe load in pounds per square foot of floor surface that may be placed on the floor or deck of such structures, aid a warning to all persons against overloading the same. The signs shall be placed in such prominent positions that one or more signs may be read from any part of the floor or deck of such building. When in the opinion of the Port Division of the Department of Commerce the loading permitted by these signs is excessive or dangerous, owing to faulty construction, design, decay or any other condition on any such structures, he may limit the maximum load that shall be placed on any such structures, and the limit as set by him shall be placed on the signs. As careful supervision of this subject as may be possible will be made by the Port Division but the Division does not assume the responsibility for safe loading of structures, except where structures are owned by the City of Philadelphia. Handling dry bulk cargoes . (Philadelphia) - No sand, gravel, oyster shells, broken stone or similar material in loose bulk shall be discharged from or loaded into any vessel unless canvas or similar material be extended from the side of the vessel which is being unloaded, to prevent the sand or other material falling into the water; and if the surface of any such wharf structure or pier is not sufficiently tight to prevent the sand dumped there- on from going through into the water, then no sand or other material shall be discharged thereon or therefrom unless canvas or other similar material first be laid thereon as a covering to prevent such loss into the water. All material discharged in loose balk on any wharf or bulkhead structure shall be placed not less than three feet from the edge of such structure, to insure against the spilling of it overboard. Speed of vessels passing floating plant working in channels . (Philadelphia) Steamers, with or without tows, passing floating plant working in channels shall reduce their speed sufficiently to insure the safety of both the said plant and themselves, and when passing within 200 feet of the said plant their speed shall not exceed 5 miles per hour. While passing over lines of the said plant propelling machinery shall be stopped. Light-draft vessels passing floating plant . (Philadelphia) - Vessels whose draft permits, shall keep outside of the buoys marking the ends of mooring lines of floating plant working in the channel. Prohibition against discharge of oil in water . (Baltimore) - Except in case of emergency imperiling life or property, or unavoidable accident, collision, or stranding, it shall be unlawful for any person to discharge or permit discharge of oil in any manner into or upon the waters within the jurisdiction of the State of Maryland from any vessel, ship or boat of any kind. Defective waterfront structures . (Baltimore) - The Maryland Port Authority shall require all private piers, wharves, docks and bulkheads that are decayed or defective, or in need of cleaning, rebuilding, repair, or likely to be injurious to navigation or to health or safety, to be cleaned, repaired or rebuilt within a reasonable time to be prescribed in a written notice to be served on the agent, owner or occupier of such pier, wharf, dock or bulkhead, and the owners of any such waterfront property shall promptly cause to be done any and all such work as required by said notice. Selling goods . (Baltimore) - No vessel shall lie at any of the City wharves for the purpose of retailing any goods, wares or merchandise, or produce, except when the same has been brought into port by said vessel, nor shall any vehicle or booth or structure of any kind, stand on any City wharf for the purpose of retailing fruit or other articles therefrom. No vessel shall be permitted to lie at any of the City docks or wharves for the purpose of selling fish, either at wholesale or retail, or other sea- food except oysters, therefrom at any time. Obstructions to navigation . (Baltimore)-- The Maryland Port Authority shall have secured or removed all obstructions to navigation that may be found drifint about, or otherwise obstructing navigation, and shall notify the owner or agent of same that the said obstruction has been so secured or removed and held at his expense. Any person who shall cast loose, set adrift or place any object likely to become a nuisance or an obstruction to navigation shall be subject to fine. Speed of vessels in harbor . (Baltimore) - No vessel shall move in the harbor at a greater rate of speed than seven nautical miles an hour westward of a line from Henderson's Wharf to the foot of Hull Street and nine nautical miles an hour eastward of said line, and no vessel shall move in the Patapsco River or tributaries within a distance of three hundred feet from any pier or bulkhead at a greater rate of speed than eight nautical miles an hour. Carrying open light on wharf structure . (Baltimore) - It shall be unlawful for any person to smoke, carry or have any lighted match, pipe, cigar or cigarette, or carry or use any open light in or upon any wharf, shed, pier or warehouse on any wharf or pier, or on the deck of any vessel lying at or alongside of any wharf or pier or on or near any vessel loading or unloading explosives lying at or alongside of any wharf or pier. Handling explosives . (Baltimore) - The word "explosives" as used in this subtitle shall mean any chemical compound, mixture, or device, the primary or common purpose of which is to function by explosion, namely, with substantial instantaneous release of gas and heat, unless such com- pound, mixture or device is otherwise specifically designated as not being an explosive. 90 - Classes of explosives designated in this ordinance shall be as de- fined in the Interstate Commerce Commission Regulations and the U. S. Coast Guard rules for Explosives and Other Dangerous Articles on Board Vessels, and amendments thereto, that may be made from time to time. All explosives to be transported from land by water, or from water by land, are to be subject to all of the City, State and National Laws in reference to the loading, unloading and handling of explosives. After a permit for transporting Explosives through City streets, lanes or alleys has been secured from the Highway Engineer, as provided for by Sections 20-24 of Article 9 of the 1950 City Code, a permit for transferring the Explosives to or from a ship or vessel in any part of the Patapsco River or its tributaries shall be secured from The Maryland Port Authority. All Permit Applications should be filed sufficiently in advance of proposed date of shipment to permit consideration and issue of permit before explosives may be brought onto the waterfront areas, and they shall state the exact nature and quantity of named explosives, points of origin and destination, name of vessel and its owners or operators, date when and location where transshipment is proposed to be made, and all other pertinent information. No permits shall be issued for shipments of explosives in excess of the maximum quantities specified in this ordinance, detailed herewith; Class A Exolosives, except as permitted under Section 55, shall not be transshipped .except at the designated anchorages, and not more than a total of 200 tons gross weight shall be permitted upon any ship or vessel in the Port of Baltimore, nor shall this total concentration be exceeded at any one time through division between two or more ships or vessels. No vessel shall be berthed at any dock or pier when carrying Class A Explosives, nor shall it enter the Port beyond the designated anchorages . Class B and C Explosives, except smokeless powder, when permitted under Interstate Commerce Commission and U. S. Coast Guard regulations, and with approval of The Maryland Port Authority, may be trans-shipped at dock side without quantity limitations. Smokeless powder may be load- ed or unloaded in an amount not to exceed 2,500 pounds while vessel is at dock side. Permits shall be obtained from The Maryland Port Authority for all classes of explosives. No vessel shall take on board explosives, in any part of the Patapsco River or its tributaries, until a permit has been granted by The Maryland Port Authority. Class A Explosives (excluding blasting caps) not exceeding 100 pounds net weight may be transferred to or from a ship or vessel within the - 91 - boundary lines of Baltimore City after written application to, and the in- surance by, the Director of Port Operations of The Maryland Port Authority for a permit to do so; provided that such permit shall be issued only when it appears to the aforesaid Director of Port Operations that necessity requires the issuance of such permit, and in all such cases the said Direc- tor of Port Operations shall designate the location or the limits within which the transfer of such explosives may be made. The vessel on which explosives are to be loaded, and which is not covered by other rules, shall be well within the designated Quarantine or Explosive Anchorage and shall not leave the permitted Anchorage except for the purpose of leaving Port. All the necessary work in construction of floors, partitions, etc., or for the removal of any other combustible from that part of the hold in which explosives are to be stored, shall be completed before loading of the explosives is commenced. All docks, gangways and holds over which explosives must be passed in loading, must be freed from all loose metal or tools and should be carefully swept before loading is commenced and after loading has ceased. The vessel into which explosives have been loaded, or are being loaded, shall conspicuously display a red flag from the forepeak, of the size pre- scribed by the Bureau of Navigation and at night a red light shall be con- spicuously displayed. No artificial light shall be permitted in the hold of the vessel, except electric flash lights or electric lanterns or regular electric in- stallation of the vessel. Engine room fires must be carefully banked during the time of receiving or delivering explosives. Before vessels loaded with explosives of either Glass A, B or C shall be allowed to enter and/or unload in the Port of Baltimore, The Maryland Port Authority and the Highways Engineer must be notified as to the nature and quantity of explosives on board and the time when and place where it is proposed to land such explosives. After all proper permits have been secured, an Inspector appointed by The Maryland Port Authority shall be present on board the ship during the entire time when explosives are being loaded into, or are unloaded from the ship, and he shall be especially charged with the supervision of such loading and unloading. The cost of such inspection to be borne by the agents, owners, consignees, or stevedores. A sufficient sum to cover such cost shall be deposited with The Maryland Port Authority at the time of obtaining the permit. Explosives shall not be loaded or carried on any vessels carrying inflammable liquids, inflammable solids, oxidizing materials, mineral acids, as defined in Federal regulations for transportation of these - 92 - explosives or articles liable to spontaneous ignition, or to give off in- flammable gases, unless the explosive be stored in separate rooms or other- wise so separated as to effectually prevent danger to the explosive from any of these articles, or from the vapor thereof. Where blasting caps are loaded on the same vessel with high explo- sives, they must be put in different compartments, the distance in straight line from the compartment containing the blasting caps to the explosives, to be not less than 25 feet whenever the quantity of the ex- plosives exceeds 1,000 pounds, and not less than 15 feet in any case. Cars of explosives which are to be transshipped on to a vessel shall not be brought into the City limits except when they can be loaded directly onto car floats, and immediately thereafter conveyed to the vessel at anchorage. Barges or floats on which there are cars carrying explosives shall be immediately conveyed to the vessel into which the explosives are to be loaded, and care must be taken that only as many cars as can ordinarily be transferred to the vessel during that day shall be placed on the car float or barge. If, for any unexpected reason, it is seen to be impossible to transfer all of the explosives on the car float into the vessel before sundown, the car float or barge shall be v/ithdrawn from the vessel to a safe anchorage and carefully made fast. If the car float is not properly equipped with anchors, hawsers, etc., and cannot be safely anchored, a tug shall remain in attendance and a watchman be kept on the car float or barge until the following morning or until unloading is resumed. Cars containing explosives to be transshipped by water shall be conveyed on car floats to the vessel, on which explosives are to be loaded, between sunrise and sunset and when there is no dense fog. Car floats or barges having aboard cars containing explosives shall fly at each end of the float, not less than 15 feet above the deck, a red flag of not less than 20 square feet surface. Red lights shall be sub- stituted for the flags if the barge or car float remains in the anchorage after sundown. Tug boats towing vessels, floats or barges aboard of which there are explosives will display at all times a red flag of at least 16 square feet surface at the masthead. Tug boats without masts will display the flag at least 10 feet the upper deck. Car seals on carload shipments of explosives for transshipment via float or barge in Baltimore, must not be broken, except as authorized by the Federal regulations, until car float is alongside of vessel on which explosives are to be loaded, and only then when it is necessary to begin unloading the car. As soon as a barge or carfloat is loaded with cars containing explo- sives, it shall immediately be taken to the vessel in which the explosives - 93 - are to be loaded. Only as many cars as can be loaded aboard vessels between sunrise and sunset shall be transferred by float to the vessel. Containers of either Class A, B or C explosives shall not be thrown, dropped or dragged along the decks of vessels, floors of cars or over each other. Broken or seriously damaged packages of explosives may be recoopered when it is practicable and not dangerous. A broken box of dynamite that cannot be recoopered should be reinforced by stout wrapping paper and twine, placed in another strong box, and surrounded by dry, fine sawdust, or dry clean cotton waste, or elastic wads made from dry newspaper. A ruptured can or keg should be inclosed in a grain bag of good quality and boxed or crated. Injured packages thus protected and properly marked may be forwarded. Packages too seriously damaged to be recoopered should not be forwarded, but set aside and the shipper notified to make disposition of them. In removing broken cases or kegs of explosives from car or vessel, care must be taken to remove any particles of loose explosives. Persons engaged in loading or unloading explosives shall not wear boots or shoes with iron nails, or shod or strengthened with iron, unless such boots or shoes are covered with leather, felt or some other such material. No person under the influence of liquor shall be allowed on any vessel, barge or scow on which explosives are being loaded or unloaded, nor will they be permittee! to approach any vessel while in the course of being loaded or unloaded. Smoking is prohibited in or on cars containing explosives, car floats having explosives abosrd, or in the vicinity of explosives aboard vessels, cars or barges. In transferring explosives from cars to vessels or one vessel to another, explosives must be handled by hand or regulation chute and mat- tress. If difference in evelation between vessel and car, or condition of weather, renders it impossible to transfer or load by hand or chute, mechanical hoists and a. special crate or basket may be used and the ex- plosives carefully lifted in this crate or basket from car float or deck of one vessel and carefully lowered on the mattress on the deck of the other. Explosives transferred in this manner must not be handled roughly. They should be hoisted and lowered carefully and only deposited or lowered on a mattress. Explosives must be transferred from a crate or basket into hold of boat by hand or regulation chute or mattress. The transfer of explosives by crate or basket into the hold of a vessel is prohibited. Careful men must be selected to handle explosives. Packages of explosives must not be thrown, dropped, rolled, dragged or slid over each other or over the decks of boats or floors of cars. Dynamite boxes should be loaded with top side up, powder kegs should be loaded with seams up. All explosives must be handled carefully. 9k - The Maryland Port Authority shall have authority to remove any man or men disobeying or violating any of these rules or regulations or whose condition of work in handling explosives is a menace to safety. The Maryland Port Authority shall have authority to stop the loading or un- loading of the vessel if such loading or unloading is a menace to the public safety. No explosives will be allowed to be placed aboard a vessel until the rest of the cargo has been placed aboard and the vessel trimmed. Immedi- ately after the completion of the loading of explosives, the vessel shall weigh anchor and leave port, weather conditions permitting. Any person, firm, corporation or other legal entity who commits a violation of any of the provisions of this sub-title shall be guilty of a misdemeanor and, upon conviction thereof in any court of competent jurisdiction, shall be fined not less than Fifty Dollars nor more than Five Hundred Dollars, or sentenced to not more than twelve months in jail, or both, for each offense. Nothing contained in this sub-title shall be taken or construed to impose any liability upon the Mayor and City Council of Baltimore or The Maryland Port Authority, or any of their agents or employees, for damages, for loss of life or injuries to any person or property which may occur by reason of any explosion or fire resulting therefrom in the Patapsco River or any of its tributaries, or upon any wharf or landing connected there- with whether said explosion or fire shall occur by reason of the failure to observe any or all of the requirements of this sub-title, or from what- ever cause the same may occur; nor shall any such liability be imposed upon the Mayor and City Council of Baltimore or The Maryland Port Authority, or their agents or employees, by reason of anything that may be done or omitted to be done by any legal entity under or in pursuance of this sub- title or by reason of any failure on the part of the Director of Port Operations of The Maryland Port Authority or any inspector appointed pur- suant to the provisions of this sub-title to enforce the rules and regu- lations prescribed in this sub-title. Dangerous Materials . (Baltimore) - All ammonium nitrate, including ammonium nitrate of fertilizer grade, mixed fertilizers containing am- moniun nitrate, or other materials or products containing ammonium nitrate on any ship or vessel of any nationality, registry or license, or while being loaded on, discharged from, or transferred from any ship or vessel of any nationality, registry or license, in any part of the Patapsco River or any of its tributaries shall be loaded, discharged, transferred, stored, stowed and handled in strict compliance with any and all applicable federal, state and municipal laws, rules and regulations. No shipments of ammonium nitrate or materials or products containing ammonium nitrate in excess of 13$ or which are otherwise classified as dangerous under Interstate Commerce Commission regulations, except am- monium nitrate materials or products specifically exempted under these regulations shall be brought into any anchorage or into or onto any dock, wharf, pier or other similar waterfront structure (hereinafter called - 95 - "Waterfront facility") in, on or immediately adjacent to the Patapsco River or any of its tributaries by any means of water transportation, ex- cept in cases of continuous cross-harbor freight car shipments by car floats or freight car shipments by car floats from car float bridges to Anchorage No. 6 heretofore mentioned in this Article 11, unless and until after a permit to do so has first been obtained, upon proper written application, from The Maryland Port Authority. The application for any such permit shall be in such form and con- tain such information as may be necessary or proper to enable The Maryland Port Authority to determine whether or not the materials to be included in any particular proposed shipment are or are not dangerous. Among other things, such application shall include the following: an informative statement showing the approximate composition of the material or product and which shall indicate the approximate percentage of ammonium nitrate; the quantities involved; points of origin and destination; date when and location where trans-shipment is proposed to be made; whether in bulk or in containers, and if in containers, the type thereof; if a ship or vessel is involved, the name of such ship or vessel and the name of its owner or operator, and all other pertinent information. Every application for any such permit, shall be filed with The Mary- land Port Authority prior to the proposed date of shipment at a time that will be reasonably sufficient to enable The Maryland Port Authority to fully and properly consider the contents of the application and determine whether or not a permit should issue. Before issuing any such permit, The Maryland Port Authority shall satisfy itself that no applicable federal, state or municipal laws, rules or regulations will be violated. Except as otherwise provided herein, the provisions of this sub-title shall apply to any and all shipments, whether in bulk or in packages or containers of any type or kind, and, among others, to all shipments that may be on board any ship or vessel prior to its arrival in the Patapsco River or any of its tributaries. Application for any such permit may be made by the owner of the material, the owner or operator of any transportation facility having an interest in the movement of the material, the owner, agent, charterer, master or person in charge of a ship or vessel on which the material has been loaded, or on which the material is to be loaded, or from which the material is to be discharged, as the case may be. Inasmuch as there are no waterfront facilities located in or on the Patapsco River or any of its tributaries, which are so remotely situated from populous areas or high value high hazard industrial facilities, at which certain types or kinds of ammonium nitrate materials or products which are being or are to be moved by any means of water transportation can be loaded, discharged, transferred, stored, stowed or otherwise handled without endangering lives and property by fire or explosion, the following - 96 - ammonium nitrate materials or products shall not be loaded, discharged, transferred, stored, stowed or otherwise handled on, in or from any vessel or ship or waterfront facility of any kind or description in or on the Patapsco River or any of its tributaries, except as specifically provided for or permitted hereunder: Ammonium nitrate, including ammonium nitrate fertilizer, organic coated, packaged in paper bags or other combustible containers or in bulk; provided that such materials in amounts totaling not more than 200 tons at any one time may be loaded or discharged within the aforementioned Anchorage No. 6, and this total concentration shall not be exceeded at any one time through division of such materials between two or more ships or vessels and such materials may be moved from dockside to said Anchorage No. 6 by means of freight cars or carfloats 'or on lighters or scows. Ammonium nitrate, including ammonium nitrate fertilizer, organic coated, packaged in substantial metal barrels or drums in amounts exceed- ing 1,000 pounds; provided that amounts of such materials totaling not more than 200 tons at any one time may be loaded or discharged within the aforementioned Anchorage No. 6, and this total concentration shall not be exceeded at any one time through division of such materials between two or more ships or vessels, and such materials may be moved from dockside to said Anchorage No. 6 by means of freight cars on carfloats or on light- ers or scows. Ammonium nitrate (in the form of prills, crystals, grains, or flakes) dynamite grade, fertilizer grade, nitrous oxide grade and technical grade, all without organic coating, packaged in paper bags or other combustible containers in amounts exceeding 1,000 pounds; provided that this material may be loaded or discharged v/ithin the aforementioned Anchorage No. 6, and such materials may be moved from dockside *to said Anchorage No. 6 by means of freight cars on carfloats or on lighters or scows. Ammonium nitrate phosphate materials or products containing 60% or more ammonium nitrate, without organic coating, packaged in paper bags or other combustible containers in amounts exceeding 1,000 pounds; pro- vided that this material may be loaded or discharged within the aforemen- tioned Anchorage No. 6, and such materials may be moved from dockside to said Anchorage No. 6 by means of freight cars on carfloats or on lighters or scows. The folio wing ammonium nitrate materials or products may be loaded, discharged, transferred, stored, stowed or otherwise handled on, in or from any vessel or ship or waterfront facility of any kind or description in or on the Patapsco River or any of its tributaries: (1) Ammonium nitrate carbonate mixtures, composed of approximately 6o£ by weight of ammonium nitrate and U0% by weight of fine carbonate (Precipitated calcium carbonate, chalk, ground limestone or ground dolo- mite) and having approximately 20.5$ available nitrogen. - 97 - (2) Mixed fertilizers, containing up to 60% by weight of ammonium nitrate, and often other nitrogen compounds with either or both phosphate and potash compounds, without organic filler. (3) Nitrogen solutions of the types generally used in the manufac- ture of mixed fertilizers referred to in paragraph No. (2) immediately above . (4.) Ammonium nitrate-calcium nitrate mixtures composed of approxi- mately 50$ of ammonium nitrate and 50% of calcium nitrate. (5) Ammonium nitrate sulfate mixtures composed of not more than J+0% of ammonium nitrate and 60$ of ammonium sulfate. (6) Ammonium nitrate phosphate fertilizers, containing less than 60% ammonium nitrate, without organic fillers, and not otherwise classi- fied as dangerous under Interstate Commerce Commission Regulations. (7) Ammonium nitrate (in the form of prills, crystals, grains, or flakes) dynamite grade, fertilizer grade, nitrous oxide grade and techni- cal grade, all without organic coating, packaged in substantial metal barrels or drums. Any person or other legal entity desiring to import or export am- monium nitrate materials and formulations not conforming to any of the classes listed in this section shall make application to, and secure a permit from The Maryland Port Authority to do so. If it is deemed neces- sary by The Maryland Port Authority, a sample of not more than 1,000 pounds of the material in bags as prepared for shipment shall be furnished at least 60 days prior to the intended date of shipment. This sample shall be analyzed by a competent laboratory designated by The Maryland Port Authority to determine whether the characteristics of the material require its classification as a dangerous article for purposes of trans- portation. All costs of such tests shall be borne by the person making application for such permit. Insofar as interstate or foreign commerce is involved or concerned, in the event that any provision of this sub- title hereinbefore set forth is inconsistent or in conflict with any applicable provision of any Federal law, or any rule or regulation properly adopted and promulgated by any duly constituted agency of the Federal Government, then the pro- vision of the Federal law or rule or regulation shall be controlling. Spark arresters . (Baltimore) - It shall be the duty of every owner, agent, master or captain of any vessel or craft propelled in whole or in part by steam or on which any steam engines, boilers or stoves are used, to cover securely each funnel or smokestack on such vessel with an effi- cient metal spark arrester, the wire mesh of which shall not be less than four to the inch, when crossing the pierhead line in approaching any grain elevator, or any pier, in the Patapsco River or its tributaries, at which cotton or naval stores are being handled or are stored, and shall keep same covered the entire time while within said pierhead line. VJharves in dangerous condition . (Baltimore) - No cargo shall be discharged from any vessel or other water craft upon any pier, bulkhead or wharf structure, at which such vessel or other water craft is being unladen after notice signed and served by the Harbor Master or The Mary- land Port Authority upon the owner, or stevedore, consignee, master or other office of such vessel or other water craft, that use pier, bulkhead or structure will be endangered by the placing of additional cargo thereon. Construction permits . (Baltimore) - All work under a permit issued by The Maryland Port Authority shall be done in accordance with the rules and regulations of the department and in accordance with plans and speci- fications submitted by the permittee and wholly at the expense of the permittee. The permittee shall indemnify and save harmless the Mayor and City Council of Baltimore, their officers, agents and servants, against and from all damages, cost and expense which they may suffer, or to which they may be put by reason of injury to the person or property of another resulting from carelessness or negligence on the part of the penr.it tee. The procedure under the permit issued by The Maryland Port Authority shall be in strict compliance with all applicable laws and ordinances and the rules and regulations of the city departments established for the purpose of enforcing themj and The Maryland Port Authority shall have the right to revoke a permit at any time. - 99 - LONGSHORE LABOR The data contained on the following pages is based on collective bargaining agreements which terminated on September JO, 1962, and do not reflect increases in wage rates agreed to in late January 1963. which provide increases in the base wage scale of: (a) 15^ per man-hour worked, effective October 1, 1962 (b) 9$ per man-hour worked, effective October 1, 1963 - 100 - LONGSHORE LABOR The International Longshoremen's Association (AFL-CIO) is a party to col- lective bargaining agreements negotiated with stevedore employers in all North and South Atlantic ports. The tabulations and remarks contained in this report were prepared after examining and analyzing approximately 100 agreements covering the various categories of dockworkers. NORTH ATLANTIC PORTS ; The center of major labor-management activities of all ports from Searsport, Me., to Hampton Roads, Va., revolves around the New York area where the principal collective bargaining negotiations take place between the International Long- shoremen's Association and the New York Shipping Association and other stevedore employer representatives. Wages, hours, and the amount of contributions for welfare and pension funds and the effective and termination dates of the agreement are set forth in a master contract covering all ports in which the International Longshoremen's Association is recognized as the collective bargaining representatives of the employees. The master contract does not include the type or amount of benefits to be provided by the pension and welfare plans. Longshore locals operating in each of the ports have the exclusive power to negotiate contracts fully and com- pletely on matters relative to local conditions and practices excluding wages, hours, contributions to the pension and welfare funds and the effective date of the contract period, all of which are stipulations covered in the master agreement. In 195>3> the States of New York and New Jersey, through enactment of legis- lation, established the Waterfront Commission of New York Harbor, and charged it with the responsibility for the execution of a constructive program for the bet- terment of the port. This bi-state agency established Employment Information Centers for registering longshoremen for employment. This action was also de- signed to eliminate corrupt hiring practices on the waterfront. All pier agents and superintendents are now licensed. Longshoremen are required to register at the Employment Information Centers and are hired in accordance with the regulations governing the "seniority hiring" system incorporated in the collective bargaining agreement. On the New Jersey side of the port, Jersey City beran operations under the "seniority hiring" system on April k f I960, but suspended the action h days later, and as of this date has not resumed the operation. Checkers, including timekeepers and clerks, are hired under the seniority procedure effective throughout the port of New York and vicinity. In Philadelphia, the method used to hire longshoremen is termed the "shape- up." Under this system longshoremen congregate and are hired at the pier where work is available. Although employers do not maintain permanent staffs, dock- workers tend to seek employment at a specific pier or for an individual employer. Over the years this practice established a precedent which entitles regular workers to employment preference at their chosen piers. Agreements acknowledge this right by providing that men who regularly work on a pier must be given preferential employment rights. The current contract provides that labor and management consider selecting a central hiring point for employing dock labor. - 101 - In Baltimore, Md., longshore gangs or other labor are hired through union halls. Preference in employment is given to those men residing in the port of Baltimore and vicinity who are best qualified for the job by experience and prior employment in the work covered by the agreements. In the ports of the Hampton Roads area, orders for all gangs are placed with the International Longshoremen's Association, and men seeking employment are re- quired to report to the union hiring hall at designated "shaping hours," All hiring practices in ports from Searsport, Me., to the Hampton Roads area in Virginia are similar in that the employers and union have established fixed periods, during which workers are required to report when seeking employment. In most North Atlantic ports, employers contribute a stipulated amount per man-hour into a fund for pension and welfare benefits, The outstanding exception is New London, Conn,, where the employers in lieu of pension, welfare, vacation, and holiday benefits pay the employees $3z cents per hour in addition to their regular hourly rate for all hours worked. The cents per hour is paid quarter- ly, or at the option of the employer he may elect to pay casual workers as each ship is loaded or discharged. Agreements negotiated in 195° for the North Atlantic ports provided for an increase in the number of paid holidays. Prior to 1959, longshoremen received five paid holidays, an additional day was granted for the contract year 19!?9- 1960, plus an additional one for 1960-1961, and one day for the year 1961-1962, making a total of eight paid holidays. Holidays with pay are granted to regular employees who work 700 hours or more in the year preceding the holiday and who are employed at least 16 hours in the week in which the holiday falls, the 16 hours includes time worked during the holiday. Paid vacations are based on the number of hours worked during a one-year period, and provide that men who are employed 700 hours or more during a one- year period receive UO hours' vacation; those working 1,100 hours or more in a one-year period receive 80 hours' vacation, and three weeks' vacation is provided for regular employees who have at least 700 hours ' creditable employment in the £ out of 6 years preceding the year of eligibility and 1,300 hours in the qualifying year. Eligibility requirements may vary from port to port due to local customs, SOUTH ATLANTIC PORTS ; International Longshoremen's Association locals in South Atlantic ports con- duct labor-management negotiations independent of New York and other North At- lantic ports. Negotiations in the ports are influenced by the results and activities of other International Longshoremen's Association locals, and particu- larly by the contract settlement achieved in New York, However, the wages and working conditions usually follow the pattern of the contract settlement achieved in New Orleans, In South Atlantic ports each employer is required to give preference in employment to the gangs that work regularly for him. When extra gangs are needed employers are required to consult with the union and must consider any recommendation the union may suggest. The parties to the current agreements have mutually agreed to fix a con- venient time for holding a meeting to discuss the incorporation of a seniority provision into the agreements, so as to parallel any agreements on seniority which may be adopted elsewhere in the South Atlantic and Gulf Districts of the International Longshoremen's Association. Holidays are observed, and if men are required to work, they are paid time and one-half • No work is to be performed on New Year's Day, Independence Day, Labor Day, and Christmas Day, except in case of fire or where property is in danger. In the latter event, men ordered to work are paid double the straight time rate. The contracts do not provide holidays with pay for regular employees. Regular employees are only paid if required to work on the holiday. Contracts negotiated in the South Atlantic ports stipulate that the employers have agreed to contribute to a fund for vacation benefits; however, there are no provisions in the agreements specifying the type of benefits available. CONCLUSION ; Generally the basic agreements for both North and South Atlantic ports in- corporate provisions which are applicable to all ports, but due to the fact that employer associations and the International Longshoremen's Association locals operating in the different ports have the enclusive power to negotiate contracts on local conditions and other matters, there are variations in the working pro- visions, wages, penalty rates, vacations, holiday pay, pension and welfare benefits. 103 - fill 1 $ i 1 si 1 ,,.,,,., M H |3J ■h £ g H J 3 a 8 ■« g | 1 i if H ■ @ | f£| 1 1 o ^ - % r! 3 * 1 si it* lis- Si H H . . H- . . . H . SSI M H H H H H H , H H fe Charleston, South Carolina Savannah, Georgia Fernandina, Florida Jacksonville, Florida Canaveral, (Cocoa) Florida Fort Pierce, Florida Palm Beach, (West) Florida Port Everglades, (Fort Lauderdale) Miami, Florida TABLE XII ATLANTIC COAST LONGSHORE LABOR NORMALLY AVAILABLE - BY MEN AND GANGS PORT MEN a/ GANGS REMARKS NORTH ATLANTIC Searsport, Me. - - No information available. Portland, Me. 200 b/ - Portsmouth, N.H. - - No information available. Boston, Mass. 1,400 40 Fall River, Mass. 100 d/ 5 Providence, R.I. 200 b/ 8 New London, Conn. 80 d/ 4 4 add'l. gangs from casual labor. Bridgeport, Conn. - - No information available. New Haven, Conn. 100 b/ 4 Albany, New York 110 5 New York (NY-NJ) 24,295 678 Philadelphia, Pa. 3,500 120 Trenton, N.J. - - See Philadelphia. Camden, N.J. - - See Philadelphia. Chester, Pa. - - See Philadelphia. Wilmington, Del. 155 7 Baltimore, Md. 2,800 100 Washington, D.C. - - Casual labor when required. Alexandria, Va. 50 - Terminal labor and casuals. Norfolk, Virginia 1,600 59 Covers Hampton Roads Area. Newport News, Va. - - See Norfolk. Portsmouth, Va. - - See Norfolk. Richmond, Va. 150 b/ 6 Hopewell, Va. - - See Richmond. TOTAL, NORTH ATLANTIC 34,740 1,036 106 TABLE XII (Continued) ATLANTIC COAST LONGSHORE LABOR NORMALLY AVAILABLE - BY MEN AND GANGS PORT MEN a/ GANGS REMARKS SOUTH ATLANTIC Morehead City, N.C. 96 b/ 5 Part time labor and casuals. Wilmington, N.C. 240 16 6 add'l. gangs from casual labor. Georgetown, S.C. 150 b/ 6 Also see Charleston, S.C. Port Royal., S.C. 150 b/ 4 Also see Charleston, S.C. Charleston, S.C. 450 27 Savannah, Ga. 650 37 Brunswick, Ga. 95 5 3 add'l. gangs from casual labor. Fernandina, Fla. 12 b/ - Jacksonville, Fla. 600 30 Canaveral, Fla. c/ - - Labor from Fort Pierce. Fort Pierce, Fla. 75 d/ 3 Conveyor operation, fruit season. Palm Beach, Fla. 55 b/ - Port Everglades, Fla. e/ 250 12 Miami, Fla. 250 14 TOTAL, SOUTH ATLANTIC 3,073 159 TOTAL, ATLANTIC COAST 37,813 1,195 a/ Includes all crafts among waterfront workers. b/ Active membership, 1959; current information not available. c/ Cargo handling operations at Cocoa, Florida. d/ Estimated, based on number of gangs reported. e/ Fort Lauderdale, Florida. - 107 - TABLE XIII ATLANTIC COAST - NORTH ATLANTIC PORTS - 1960-1961 ',','orkers Wage Rates - Hourly Straight Time, Overtime Penalty Cargo Rates EFFECTIVE DATES 10-1-60 10-1-61 Classification and/or Commodities Str Time 1 Ove -time Str Time Ove -time NORTH ATLANTIC POUTS Searsport, Maine NO INFORMATION 1 V A I I. A 3 L E Portland, Maine General Car^o * %2 97 U 455 $3 02 U 53 Bulk Cargo 2/ 3 02 4 53 3 605 Wet Hides V 3 Reefer Space Cargo 2/ 3 Kerosene, Gasoline & Naptha 2/ 3 53 3 07 4 605 07 4 605 3 12 4 12 4 17 4 68 3 755 3 17 4 22 4 755 83 17 4 755 3 22 ^ 83 Sulphur and Cement in Bulk 3 07 A 605 3 12 4 bulk Grain , 3 Explosives and Damaged Cargo ■" 5 17 4 755 3 22 4 83 94 8 91 6 04 9 06 Portsmouth, New Hampshire NO INFORMATION V A I L A 1 L E Boston, Massachusetts General Cargo ^ 2 Bulk Cargo 1/ 3 97 4 455 3 02 4 53 02 4 53 3 605 Cement in Bags 3 Rubber 3/ 3 Wet Hides U 3 Reefer Space Cargo 2/ 3 Kerosene, Gasoline k Naptha » 3 02 4 53 3 07 4 605 07 4 605 3 12 4 12 4 68 3 17 4 755 17 4 755 3 22 4 83 17 4 755 3 22 4 83 Napthalene in Bags 5 31 7 965 5 36 8 04 Pickled Skins in Casks 3 47 5 205 3 52 5 Scrap Mica in Bags 3 22 4 83 3 27 4 905 Bulk Grain 3 17 4 755 3 22 4 83 Carbon Black, Cotton Seed Meal 3 12 4 17 4 755 Creosoted Lumber Products . 3 Explosives and Damaged Cargo U 5 07 4 605 3 12 4 68 94 8 91 6 04 9 Crane Operator (Licensed Gantry) 3 55 6 135 3 60 6 21 Line Handlers 49 2/ 5 565^ 5 Shifting from Berth to Berth ^ 5 Any Operation 12/ 5 Ordered to Report on Dock ±2/ 3 Waiting Time iV 2 235 3 3475 18 6 92 5 255 7 0325 92 5 255 7 0325 49 5 235 3 565 5 3475 60 3 63 2 65 3 705 Fall River, Massachusetts NO INFORMATION I V A I L A L E Providence, Rhode Island NO INFORMATION / V A I L A L E New London, Connecticut General Cargo ^ 2 Bulk Cargo 2/ 3 97 4 455 3 02 4 53 02 4 53 3 07 4 605 Cement in Bags 3 02 4 53 3 07 4 605 Rubber 3/ , 3 Wet Hides y ., 3 Reefer Space Cargo * ci 3 Kerosene, Gasoline & Naptha ^ 3 Explosives and Damaged Cargo -U 5 07 4 605 3 12 4 68 3 17 4 755 17 4 755 3 83 17 4 755 3 22 4 83 91 6 04 9 Hatch Boss ] V J/ 3 1/ i/ New Haven, Connecticut NO INFORMATION t V A I L A L E Bridgeport, Connecticut NO INFORMATION / V A I L A 1 L E Albany, New York SEE PORT OF NEW YORK New York, New York General Cargo " 2 97 4 455 3 02 4 53 Bulk Cargo 1/ 3 02 4 53 3 07 4 605 Cement in Baps 3 Wet Hides W 3 Reefer Space Cargo 2/ ,1 3 Kerosene, Gasoline & Naptha & 3 Explosives and Damaged Cargo 2/ 5 02 4 53 3 07 4 605 07 4 605 3 12 4 68 12 4 68 3 17 4 755 17 4 755 3 22 4 83 17 4 755 3 22 4 83 94 8 91 6 04 9 06 Cargo Repairman - , 2 Cargo Repairman Foreman -> 3 97 4 455 3 02 4 53 22 4 83 3 27 4 905 Cargo Repairman; 07 4 605 3 12 4 68 Wet Hides 3 12 4 68 3 17 4 755 Reefer Space 3 17 4 755 3 22 4 83 Kerosene, Gasoline & Naptha 3 17 4 755 3 22 4 83 Explosives and Damaged Cargo 5 94 8 91 6 04 9 Brooklyn, Hew York SEE PORT OF NEW YORK Long Island City, New York SEE PORT OF NEW YORK i Penalty Cargo Rates Classification and/or Commodities effective j, ,?;..; 10-1-60 10-1-61 Str. Time 1 Ove Ptime Str Time Overtime Staten Island, New York SEE PORT OF HE IV YORK Newark, New Jersey (Bayway, Elizabeth, Carteret, SEE PORT OF N t. K YORK 1 Perth Amboy) Jersey City/Bay onne , New Jersey SEE PORT OF NE W YORK ZttllljeX SEE PORT OF FH I L A D E L P I A Philadelphia, Pennsylvania General Cargo V $2.97 $4 4 55 *3 02 84.53 Bulk Cargo V - 3 02 4 53 3 07 4.605 Cement in Bags 3 02 4 53 3 07 4.60< Reefer Space Cargo " Grain W Mapthalene in Bags ±1/ Cresylic Acid in Drums AZ/ 3 07 4 605 3 12 4.68 3 12 4 68 3 17 4.755 3 17 4 755 3 4.83 3 17 4 755 3 22 4.83,- 3 22 4 83 3 27 4.905 3 47 5 205 3 52 5.28 Licorice Root fi/ Kerosene, Oil & Gasoline ^ Explosives and Damaped Cargo 2/ 3 17 4 12 4 755 3 68 3 17 4.83 4-755 5 94 8 91 6 04 9.06 Cargo Repairman 2 97 4 455 3 02 4.53 Cargo Repairman: Reefer Space 3.17 4 755 3 22 4.83 Explosives and Damaged Cargo 5.94 8.91 04 9.06 Wilmington, Delaware SEE PORT OF PH I L A D £ L P i I A Baltimore, Maryland General Car^o 1/ Gang Carrier 3.07 ^ 605 3 12 4.68 3.02 4 53 3 4.605 Holdmen and Bharfmen 2.97 U 455 3 02 4.53 Bulk Cargo & 3.12 4 68 3 4.755 3.07 4 605 3 Holdmen and Viharfmen 3.02 4 53 3 07 4.605 Rubber 2/ Gang Carrier 3.17 4 755 3 22 4.83 3.12 4 68 3 17 4.755 Holdmen and Viharfmen 3.07 4 605 3 12 M Hides u Gang Carrier 3.22 4 83 3 27 4.905 Leaders, Deckmen and Viinchmen 3.17 4 755 3 22 4.83 Holdmen and viharfmen 3.12 4 68 3 17 4.755 Reefer Space Cargo * Gang Carrier 3.27 4 905 3 32 4.98 Leaders, Deckmen and Viinchmen 3.22 4 83 3 27 4.905 Holdmen and iiharfmen 3.17 4 755 3 22 4.83 Coal Handling & Gang Carrier 3.07 4. 605 3 12 4.68 Leaders, Deckmen and Winchmen 3.02 4 53 3 07 4.605 Holdmen and Viharfmen 2.97 4. 455 3 02 4.53 Old Coal-Restricted Spaces Gang Carrier 3.595 5. 3925 3 645 5.4675 3.545 5. 3175 3 595 5.3925 Holdmen and Viharfmen 3.495 5. 2425 3 545 5.3175 7/ Gang Carrier 6.14 9. 21 6 24 9.36 Leaders, Deckmen and i.'inchmen 6.04 9. 06 6 u 9.21 Holdmen and Viharfmen 5.94 8 91 6 04 9.06 Chrycillic Acid 6.14 9. 21 6 24 9.36 6.04 9 06 6 14 9.21 Holdmen and ..harfmen 5.94 8. 91 6. 04 °.06 Bulldozer Operators 3.17 4. 755 3. 22 4.83 Longshore and Allied Workers Wage Rates - Hourly Stra ight Ti me, Overt ime and Penalty Ca rgo Rates Classification and/or Commodities EFFECTIVE DATES 10-1-60 10-1-61 Str. Time ] Overtime Str. Time Overtime Washington, D. C. Alexandria, Virginia Norfolk, Virginia & Hampton Roads, Virginia Newport News, Virginia Hopewell, Virginia Richmond, Virginia NO INFORMATIO NO INFORMATIO General Cargo i/ Bulk Cargo 2/ BIT „ Reefer Space Cargo * ,, Kerosene, Gasoline & Naptha & Grain 16/ SEE PORT OF N SEE PORT OF N SEE PORT OF N NO INFORMATIO 3 3 3 3 3 5 3 R R R V A V A 97 02 07 12 17 17 94 17 L L V A L A L A 8 U L A L E L E 53 53 605 755 755 91 755 L E $3 3 3 3 3 02 07 12 17 22 04 22 U 4 U 9 U 53 605 605 68 83 83 83 refrigerator spaces with tempera- roing soal for len loaded by cas explosives a ct from its original point of loading (not if transshipped at any i ted poles, ties and shingles, cashew oil, napthalene in bags and so r similar cargo which is transported with the temperature in the re full gang. with fly. andle shall not be paid w tihen working b When working b l is to be paid i3.525 per h a straight time or regular rate ition to his regular hourly rate. Vihen performed at If Paid when vessel do men are held standing by, they shall be paid the hourly rate stipulated during straight t r-aight time hour and 22^ cents overtime hour shall be paid to each hatch boss over the bas , bagging and stowing a low, vegetable oil, asphalt and pitch in barrels, d TABL3 XIV ATLANTIC COAST - SOUTH ATLANTIC PORTS - 1960-1961 Longshore and Allied Workers Wage Rates - Hourly Straight Time, Overtime and Penalty Cargo Rat Classification and/or Commodities EFFECTIVE DATES 10-1-60 U -1-61 Str. Time Overtime Str. Tjjne Overtime SOUTH ATLANTIC PORTS Morehead City, North Carolina General Cargo Gang Foreman (only one to each gang) 53.16 $4.74 £3.21 $4,815 Bulldozer Operators Winchmen^ 3.16 2.96 4.74 3.21 3.01 4.815 4.515 2.91 4^65 2.96 4.44 Penalty Cargoes " Gang Foreman (only one to each gang) 3.31 4.965 5.04 Bulldozer Operators Winchmen^ 3.31 3.11 4.965 4.665 3.36 3.16 5.04 4.74 3.06 4.59 3.11 4.665 Explosives and Damaged Cargo U Gang Foreman (only one to each gang) 6.32 9.48 6.42 9.63 Bulldozer Operators 6.32 9.48 9.63 Winchmen \f 5.92 6.02 9.03 Gangmen 2/ 5.32 8.73 5.92 8.88 Reefer Space Cargo ^ Gang Foreman (only one to each gang) 3.31 4.965 3.36 5.04 Bulldozer Operators 3.31 4.965 3.36 5.04 Winchmen 1A 3.11 4.665 3.16 4.74 Gangmen 2/ 3.06 4.59 3.11 4.665 Working in Water & 3.41 5.115 3.46 5.19 Bulldozer Operators Winchmen^ 3. a 3.21 5.115 4.815 3.46 5.19 4.89 3.16 4.74 3.21 4.815 Working in Holds 2/ Gang Foreman (only one to each gang) 3.66 5.49 3.71 5.565 Bulldozer Operators 3.66 5.49 3.71 5.565 •vinchmen i/ 3.46 5.19 3.51 5.265 Gangmen 2/ 3.41 5.115 3.46 5.19 Wilmington, Noi ■th Carolina SEE PORT OF Ivi R E H E A I CITY Georgetown, Soi. th Carolina General Cargo Gang Foreman (only one to each gang) 3.16 4.74 3.21 4.815 Bulldozer Operators 3.16 4.74 3.21 4.815 2.96 3.01 4.515 Gangmen 2/ 2.91 4.365 2.96 4.44 Penalty Cargoes * Gang Foreman (only one to each gang) 3.31 4.965 3.36 5.04 Bulldozer Operators 3.31 4.965 3.36 5.04 3.11 4.665 3.16 4.74 Gangmen 2/ 3.06 4.59 3.11 4.665 explosives and Damaged Cargo » Gang Foreman (only one to each gang) 6.32 9.48 6.42 9.63 Bulldozer Operators 9.48 6.42 9.63 KinchmeniT 5.92 6.02 9.03 5.82 8.73 5.92 8.88 Reefer Space Cargo " Gang Foreman (only one to each gang) 3.31 4.965 3.36 5.04 Bulldozer Operators 3.31 4.965 3.36 5.04 Winchmen V 3.11 4.665 3.16 4.74 Gangmen 2/ 3.06 4.59 3.11 4.665 Working in Water V Gang Foreman (only one to each gang) 3.- a 5.115 3.46 5.19 Bulldozer Operators 3.41 5.115 3.46 5.19 Winchmen i/ 3.21 4.815 3.26 Gangmen 2/ 3.16 4.74 3.21 4.815 Working in Holds 2/ Gang Forenan (only one to each gang) 3.66 5.49 3.71 5.565 Bulldozer Operators Winchmen V 3.66 3.46 5.49 5.19 3.71 3.51 5.565 5.265 Gangmen 2/ 3.41 5.115 3.46 5.19 Port Royal, Sol th Carolina SEE PORT OF G E R G E T C W N Charleston, Soi. th Carolina SEE PORT OF G E " R E T C 1 N TABLE XIV (Cor: I inn..]) o and Penalty Cargo Rates Classification and/or Commodities EFFECTIVE DA"S3 10-1-60 10-1-61 3tr. Time Overtiir.e Str. Time Overtime S-vrannah, Ceorgia General £ar£0 Gang Foreman (only one to each gar^; 1 S3. 16 *4.74 83.21 64.615 Bulldozer Operators 3.16 4.74 3.21 V 4!?15 Gan™en"27 2.96 4.44 3.01 4 . 515 2.91 4.365 2.96 Venalty Cargoes ^ Gang Foreman (only one to each gang) 3.31 4.965 3.36 5.04 B ^7i/ perators Gangmen v 3.31 4.965 3.36 5.04 3.11 3.06 4.665 4.59 3.16 3.11 4.74 4.665 &iJ-?S-iyj-P and Damaged Cargo » Gang Foreman (only one to each gang) 6.32 9.48 6.42 9.63 l!inch°™ r i/ PUrat0rS 6.32 5.92 9.48 8.88 9.63 Gangmen 2/ 5.82 8.73 5.92 8!88 Reefer Space Cargo ^ Gang Foreman (only one to each gang) 3.31 4.965 3.36 5.04 Bulldozer Operators Gangmen 2/ 3.31 4.965 3.36 5.04 3.11 4.665 3.16 3.C6 4.59 3.11 £(65 Working in Water t/ Gang Foreman (only one to each gang) 3.41 5.115 3.46 5.19 BulV.o:vr operators 3. a 5.115 3.46 5.19 IVinchmen U Gangmen 2/ 3.21 3.16 4.815 4.74 3!21 a'.sh Viorking in Holds & Gang Foreman (only one to each gang) 3.66 5.49 3.71 5.565 •ulLior-.-r Operator 3.66 5.49 3.71 5.565 Kinchmen V Gangmen 2/ 3.46 3.41 5.19 5.115 3.51 5.265 5.19 Brunswick, Ceorgia SEE PORT OF SAV A N N A r Fernandina, Florida NO INFORMATION A V A I I ABLE Jacksonville, Florida General Cargo Gang Foreman (only one to each gang) 3.16 4.74 3.21 4.815 duI ioo:,er Operators „ir.chmenl/ 3.16 2.96 4.74 3.21 3.01 4 .815 4.515 Gangmen it 2.91 4.365 2.96 4.44 Penalty C-.rgoea 3/ Can,-- Foreign (only one to each gang) 3.31 4.965 3.36 5.04 iuilco:-.«- Operators 3.31 4.965 3.36 5.C4 Vdnchmer, ¥ 3.11 4.665 4.74 Gangmen =» 3.06 4.59 3.11 4.665 Explosives and Damaged Cargo -V Cane Foreman (only one to each gang) 6.32 9.4S 6.42 9.63 '";-.;, „ l ir rators 6.32 9.48 5.92 6.02 9.03 Gangmen 2/ 5.82 8.73 5.92 8.88 Reefer Space Carro " Gang Foreiwr (only one to each gangl 3.31 3.36 5.04 buJ.ioozor Operators 3.31 3.36 5.04 Viir-chmer. 1/ 3.11 4.665 Gangmen 2/ 3.06 4.59 3.11 4.665 forking in later & Gang Foreman (only one to each gang) 3.U 5.115 3.46 5.19 Isulido-er uperators 3.41 5.115 5.19 Kinchmen i/ 3.21 4.815 3.26 4.89 Gangn,en 2/ 3.16 4.74 3.21 4.815 ..orkin, in Holds 2/ Gang Foreman (only one to each gang) 3.66 5.49 3.71 5.565 bul Imo '.it operators 3.66 5.49 3.71 5.565 Winchnen i/ 3.46 5.19 3.51 5.265 Gangmen 2/ 3.41 5.115 3.46 5.19 Canaveral, (Cocoa) Florida NO LONGSHORE AG i, H E N NEEDED IS PIERCE. REE M E B T A I NTS- If NED F R K F ROM F 3 R C E 3 R T jr]y Straight Tim Classification and/o r Commodit EFFLCTJVll DATKS 10-1-60 10-1-61 ies 3tr Time | Overtime Sir Time Overtime Fort Fierce, Florida SEE P R T F JACK K V I L L E Palir. Beach, (.Vest) Florida MO IN F R M A T I N A \ A I L A B L E Port Everglades, (Fort SEE P R T N V I L L E Lauderdale) Florida Miami, Florida General Cargo 16 21 S4.815 Bulldozer and Crane Operators, 3 16 I 74 3 iA 3 21 01 1 315 515 GangmenV 91 365 2 U 1 90 2 85 2 3 s^ 1 2 925 2 3 075 Lift Truck Ope ■ 1 95 2 925 2 05 075 Banana Handler 1 95 2 925 2 05 3 075 2/ Includes holcmen hookmen ar 2/ A differential oi grain in bulk am 15 cents F bon black, r sulphate uunnjgin/ tj Double the straip ht time or a bulk, blood meal, ime is added t ivertime rates whichever is applicable conditions; (2) handling cargo when c 'er explosive facilities. Dda, cement in bass, chloride of lime, scharging explosives Clerks, Check -rs, Talleymen and Timekeepers - Straight Time Daily and Weekly Wage Rates; H urly Over time Rates Classification and/or Commodities EFFECTIVE DATES 10-1-60 10-1-6 D R^e Weekly Hourlv Overtime Rate ^le Weekly Overate NORTH ATLANTIC FORTS Sear sport, Maine NO INFORMATION A V A , L ABLE Portland, 1 Portsmouth New Hampshire NO INFORMATION NO INFORMATION A V AIL AIL ABLE Boston, Ma Chief Clerk Temporary Assistant Clerk Bookman Trackman and Runner 26.36 25.36 25^36 25.36 S131.80 $4.9425 4.755 4.755 4.755 4.755 26.76 25.76 25.76 25.76 25.76 £133.80 $ 5.02 4.*83 4.83 4.83 4.83 Checkers 23.76 - 4.4 55 24.16 - 4.53 LiiU "!_'.'."£ Damaged Cargo Checkers 47.52 50.72 : 8.91 9.51 48.32 51.52 : Ifft Handling Nanthalene in Bags Checkers Runner 42.48 45.68 : 7.965 8.565 42.88 46.08 : 8.04 Handling Explosives 52!72 50.72 47.5? : 9)885 9.51 8.91 53.52 53.52 51.52 48.32 : Chief Clerk Temporary Head Clerk Temporary Assistant Clerk Checkers 10.04 10.04 9.06 Fall River, Massachusetts NO INFORMATION A V AIL 1 B L E Providence, Chief Clerk Temporary Head Clerk Temporary Assistant Clerk Dock Bosses Trackman and Runner Handling Damaged Cargo 26.36 25.36 25.36 25.36 25.36 23.76 131.80 4.9425 4.9425 4.755 4.755 4.755 4.755 26.76 25.76 25.76 25.76 25.76 24.16 133.80 5.02 5.02 4.83 4.83 4.83 4.83 4.53 ftanner" 47.52 50.72 " 8.91 9.51 4.832 51.52 : 9.06 9.66 Napthalene in Bags Checkers 42.48 45.68 : 7.965 8.565 46)08 : 8.04 8.64 Handling Explosives Chief Clerk Temporary Head Clerk Temporary Assistant Clerk Checkers 52.72 52.72 50.72 47.52 : 9.885 9.885 9.51 8.91 53.52 53.52 51.52 48.32 : 10.04 10.04 9.66 9.06 New London, Connecticut NO INFORMATION A V AIL B L E Bridgeport, Connecticut NO INFORMATION A V AIL B L E Stamford, C Dnnecticut NO INFORMATION A V AIL B L E Albany, Nev York Dock Boss Handling Damaged Car£0 and/or Explosives 23.76 26.36 : 4.455 4.94 24.16 26.76 : 4.53 5.02 Dockloss 47.5? 52.72 \ 8.91 9.88 48.32 53.52 : 9.06 10.04 New York, J en York Saesls M2s Henri Clerk 1 / Head OJ.erk , Head Timekeeper & Assistant Clerk^ y 25.36 131.80 131.80 12/... 30 124.30 4.94 4.94 4.66 4!755 25.76 133.80 133.80 126!30 5.02 5.02 4.74 4.74 4.83 Regular Dock Boss 3/ 23.76 26.36 131.80 4.455 4.94 4.94 24.16 26.76 133.80 4.53 5.02 5.02 , Talleymen and 1 eepers - Straight Time Daily and Weekly Wage Rates; Long Island Cit Ca^eretfperth^boy) Fersey City/Bayonne, Jew Jersey SEE loboken, New Jersey SEE rrenton, New Jersey SEE amden, New Jersey SEE hiladelr.hia, Pennsylvania Regular Koi geLj/ Extra Time Wilmington, Delaware Baltimore, Maryland Alexandria, Virginia Norfolk, Virginia Newport News, Virginia Hopewell, Virginia Richmond, Virginia EFFECTIVE DATE3 Classification and/or Comm Car™ and/or ExdIos U7.52 S - o a T OF E L P H I 28. 24 23.76 122.00 24.40 c 6.43 47.52 : V y ■ R T OF humU im; kunat Shij Runner ihen esElfived Shit Runner 23.76 : 51.52 47.52 : 27.76 25.76 : NO INFORMA Checkers Weighers Clerks in Charge Handling Damaged Cargo and/or , Checkers Weighers NO I »-- FOR TABLS XV (ConU-mod) ATLANTIC COAST - NORTH ATLANTIC PORTS - 1960-1961 , Talleymen and Timekeepers - Straight Time Daily and Weekly Wage Rates; Hourly Overtime Rat ses or. a weekly basis who work on a legal holiday shall receive 01 2 employed on a day basis as clerks, they shall be paid for the day ordered out from ulonday to Friday, V A straight time hourly rate of $6.3.0 and the overtime hourly rate of ^9.15 is paid in connection with the handling of < y A straight time hourly rate of i6.?0 ar.d the overtime hourly rate of $9.30 is paid in connection with the handlinr of i ATLANTIC COAST - SOUTH ATLANTIC FORTS - 1960-1961 , Talleymen and Timekeepers - Hourly Straight Time and EFFECTBi E DATES 10 -1-60 Str. Tijiie Overtime Str. Time Overtime SOUTH ATLANTIC POKTS Morehead City, North Carolina Normal .York Chief Shipside Clerk J3.36 S 5.04 % 5.115 Timekeeper 3.36 5.04 3.41 5.115 Clerks, Receiving and Delivery 3.21 3.26 4.89 Weigher 1/ Talleyman 4/ 3.01 3.06 4.59 3.01 3.06 4.59 Checker 1/ 3.01 4.515 3.06 Sampler 1/ 3.01 4.515 3.06 4.59 Handling Damaged Cargo and/ or Explosives Chief Shipside Clerk 6.72 10.08 6.82 10.23 Timekeeper 6.72 10.08 6.82 10.23 9.63 6.52 9.78 Weigher 6.02 9.03 6.12 9.18 Talleyman 6.02 6.02 9.03 6.12 9.18 9.18 Sampler 6.02 9.03 6.12 9.18 Wilmington, North Carolina SEE FORT OF MOR S H E A D CITY Georgetown, South Carolina SEE PORT OF CHA * L E S T N Port Royal, South Carolina SEE PORT OF CHA I L E S T N Charleston, South Carolina Normal Work Chief Shipside Clerk 3.36 5.04 3.41 5.115 3.36 5.04 3.41 5.115 Clerks, Receiving and Delivery 3.21 4.815 3.26 Weigher 1/ Talleyman ±J 3.01 4.515 3.06 4.59 3.01 4.515 3.06 4.59 Checker 1/ 3.01 4.515 3.06 4.59 Sampler A/ 3.01 4.515 3.06 4.59 Handling Damaged Cargo and/or Explosives Chief Shipside Clerk 6.72 10.08 6.82 10.23 6.72 6.82 10.23 Clerks, Receiving and Delivery 6.^2 9.63 6.52 9.78 Weigher 6.02 9.03 6.12 9.18 6.02 9.03 6.12 9.18 6.02 9.03 6.12 9.18 Sampler 6.02 9.03 6.12 9.18 Savannah, Georgia Normal Work Chief Shipside Clerk 3.36 5.04 3.41 5.115 Timekeeper 3.36 5.04 3.41 5.115 Clerks, Receiving and Delivery 3.21 4.815 3.26 Weigher 1/ . Talleyman -±/ 3.01 3.06 4.59 3.01 4.515 3.06 4.59 Checker 1/ 3.01 4.515 3.06 4.59 Sampler 1/ 3.01 4.515 3.06 4.59 .■ ..j.; ! in. Damaged . irgo and/or Explosives Chief Shipside Clerk 6.72 10.08 10.23 6.72 10.08 6.82 10.23 Clerks, Receiving and Delivery 6.42 9.63 6.52 9.78 Weigher 6.02 9.03 6.12 9.18 6.02 9.03 6.12 9.18 Checker 6.02 9.03 6.12 9.18 Sampler 6.02 9.03 6.12 9.18 Brunswick, Georgia SEE THE PORT OF S A V A N N A H Fernandina, Florida NO INFORMATION AVAIL ABLE Jacksonville, Florida Normal Work Chief Shipside Clerk 3.36 5.04 3.41 5.115 Timekeeper 3.36 5.04 3.41 5.115 Clerks, Receiving and Delivery 3.21 3.26 Weigher 1/ . Talleyman H 3.01 4.515 3.06 3.01 4.515 3.06 4.59 Checker 1/ 3.01 4.515 3.06 Sampler 1/ 3.01 4.515 3.06 4.59 Handling Damaged Cargo and/or Explosives Chief Shipside Clerk Timekeeper I'Jll 10.08 10.08 6.82 10.23 10.23 Clerk 6.42 9.63 6^2 9.78 Weigher 6.02 9.03 6.12 9.18 Talleyman 6.02 9.03 6.12 9.18 TABLE XVI (Continued) ATLANTIC CCAST - SOUTH ATLANTIC PORTS - 1 Clerks, Checkers, Talleymen and Timekeepers - Hourly Straight Time and Overtime Wage Rates Classification and/or Commodities EFFECTIVE DATES 10-1-60 10-1-61 Str. Time Overtime Str. Time Overtime Jacksonville, Florida, Cont'd Canaveral, (Cocoa) Florida Fort Pierce, Florida Iain beach, (West) Florida Port Everglades, (fori, Lauderdale) Florida , Cont'd NO INFORMATION SEE PORT OF JAC NO INFORHAIIOB SEE PORT JACKSO NO INFORMATION 56.02 6.02 AVAIL N V I L L AVAIL $ 9.03 9.03 ABLE ILLS k B L E ABLE 86.12 6.12 t 9.18 9.18 1/ A differential of 15 cent:; per hour straight time and .'_?.,■ cents per hour in overtime Bill be added to the regular rates cement in bags, chloride of lime, coal, coke, copper sulphate and cotton dust in bags, creosoted timber and other creos feather meal, fish scrap, grain in bulk and dunnaping over grain, green salted hides, guano, bird and whale meat meal, green, powdered arsenic, salt cake, soda ash, sulphur and dunnaging over sulphur, tankage, tin scrap in bales if not mi iron, toxaphene dust and treated lumber products (no creosote) loaded at creosote plant. &S3 &£& II I H H I B ,Sh si *§,h n ,Sh l-.l? 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II II ll : : si 1 1| 8* J "11 q 1 1 1 1 Is 111 1 1 Is % 1 1 1 «jjjj g a || 1 1 a »* 33 III f S3 1 3 1 a > a S ,:\ i. « a a a a t | ii:i| |l| j B ■g S c|| 1 1 1 1| 1 Sg£££ S33 s S Sg£££ ? 3 S3 - 3 £ 5 -j :? *:f S:f ! s ? s£ £S 51 « £ $ S£ S£ s «£ (M^ cw : o, -i ""* ~* N-* CM~1 0) . | „ » L » o 5 3 a 3 a ■g -t .t § II lo- a ^ 1 1 ! il li 1 ll ill < ^ 1 1 i 1 ii ii CO ^ w NN B >- -* -* ■* CO -*-* ^ « < : : > 3 a si si l ° H - 1 8 s5 si §5 |i % %z us r •I'd -I'd | &s &# 1 I g, ff . . « fi ™ § "r 1 ?? ' ' > § 1 1 1 1 « o 1 - 2 s 2 l! I II JJ 1 1 1 1 5 as iff ^ 11 ^ i «■: 5 is* 1 1 a a ep s 1 •8 1 1 a' 11 88 H Is f % |s ": 1 ii Is tt ° 1 & 2 H o i % * £ ?: "5 5£ a } t 1 a G * i % 1 l I i ei 11 pij J s si a &- S > ^ Jan. 1 Jan. 12 Jan. 19 Feb. 12 Feb. 22 Apr. 19 May 30 June 3 June 14 June 17 NORTH ATLANTIC PORTS Searsport, lie. X X X X Portland, Lie. X X X X Portsmouth, N. H. X X X Salem, tlass. X X X X X Boston, Mass. X X X X X Fall River, Mass. X X X X X Providence, R. I. X X X New London, Conn. X X X New Haven, Conn. X X X Bridgeport, Conn. X X X Albany, N. Y. X X X X uHatTan, N. I. X X X X Brooklyn, N. Y. X X X X Long Island City, N. Y. X X X X Staten Island, N. Y. X X X X Newark, N. J. (Bayway, Elizabeth, Carteret, Perth Amboy) x x X X Jersey City/Bayonne, N.J. Hoboken, 11. J. x X X X Trenton, N. J. Camden, N. J. x X X x X Philadelphia, Fa. x x x X X Wilmington, Del. X X X Baltimore, Md. x X X X Washington, D. C. X X X Alexandria, Va. X X X X X Norfolk, Va. X X X X X Hampton Roads, Va. X X X X X Portsraouth, Va. X X X X X Newport News, Va. X x x x X Hopewell, Va. X X X X X Richmond, Va. X x 2 X X SOUTH ATLANTIC PORTS Morehead City, K. C. X X X Wilmington, N. C. X X x Georgetown, S. C. x * X X Port Royal, S. C. X x X X Charleston, S. C. x X x X Savannah, Ga. x X X x Brunswick, Ga. x X x 1 Fernandina, Fla. X X X Jacksonville, Fla. X X X X Canaveral, (Cocoa) Fla. X * x Fort Pierce X X x Palm Beach, (West) Fla. X X X Port Everglades, (Fort ' ; I X Miami, Fla. X X X Legal Longshore Holidays Slec- Thanks- July U Sept. 12 Nov. 11 Dec. 25 Labor Day s t^T Friday WORTH ATLANTIC PORTS Searsport, Me. X x X * x Portsmouth, N. H. X X X X x Salem, Mass. X x X 1 x x Fall River, Mass. | x \ X 1 New London, Conn. j X \ X i Bridgeport, Conn. X x - X x i Albany, N. Y. X X x x x X X New York, N. Y. X X X X x X X X Manhattan, N. Y. X X x X X X X X,- Brooklyn, N. Y. X X X X X X x X Long Island City, N. Y. X x X X It x x X Staten Island, N. Y. X X x X X X X X Newark, N. J. (Bsyway, Elizabeth, Carteret, Perth Acboy) x x x x X x x X Jersey City/Bayonne, N. J. * x x x x x J X Trenton, N. J. x x x x x jj X x Philadelphia, Pa. X X x X x X x x Wilmington, Del. x X X x x Baltimore, lid. x X x X x x x x x Washington, D. C. x X x x 1 Norfolk, Va. X X X X X X X Hampton Roads, Va. x X x X x x x Portsmouth, Va. X X x x x x x Newport News, Va. x X x X x x x Hopewell, Va. x X X X X x x x SOUTH ATLANTIC PORTS Morehead City, N. C. X X x x x Wilmington, N. C. X x x x X Port Royal, S. C. x x X X X X Charleston, S. C. X x X x x X Savannah, Ga. x x X x x x Brunswick, Ga. x X x x X Fernandina, Fla. X X x x Jacksonville, Fla. x x X x x x Canaveral, (Cocoa) Fla. X X x x x Fort Pierce, Fla. X X X x '■ Palm beach, (nest) Fla. X X X x 1 Port Everglades, (Fort Lauderdale) Fla. X x X 1 Miami, Fla. x x x x x January 1 - New Years Day January 12 - Georgia Day January 19 - Lee's Birthday February 12 - Lincoln's Birth February 22 - Washington's Bi April 19 - Patriots Day [.lay 30 - Memorial Day June 3 - Jefferson Davis Da; June U - Flag Day June 17 - Bunker Hill Day e - Good Friday - Election Day r - Thanksgiving Day 2 1 & Is. 5 § i s 1 1 * 3 1 1 a - 1 ^ .g § i 1 1 -g » jj if ^ g 1 1 1 1 1 1 1 » I 3 S i 3 F ! ^ H 1 1 C H ^ H H i 1 3 5 . " ! ^ 5 2 ? £ 3 i 3 * > >i > ^i ~5ii ^i ^> >, ^ ^» ^ >^^^,^^^>,> >, > ^ 1 % i If 3 IB 1 ' ' ' s ' ' ' ' S ' ' 4 a ' >i ^a > "Si > ^i > S NORTH ATLANTIC Searsport, i,iaine Portland, Maine i-ortsmouth, N.H. Boston, Lass. Fall River, Mass. Providence, a.I. New London, Conn. Ken Haven, Conn. Bridgeport, Conn. Albany, Ner< York Trenton, U.J. Camden, New Jersey Philadelphia, Pa. i.ilmington, Del. Baltimore, Md. Washington, D.C. Alexandria, Va. Norfolk, Virginia Newport News, Va. Richmond, Va. Hopewell, Va. SOUTH ATLAKTIC ^ uiorehead Oity, N.C. Wilmington, N.C. Georgetown, S.C. Charleston, S.C. Brunswick, Ga. Fernandina, Fla. Jacksonville, Fla. Canaveral (Cocoa) Fla. Fort Pierce, Fla. Palm beach, Fla. Port iverglades, Fla. x/ liiami. Fla. FOREIGN AND DOMESTIC TRADE DEFINITIONS OF WATERBORNE COMMERCE TERMS The collection and publication of data on the domestic and foreign com- merce of the United States are carried on by the Corps of Engineers, Department of the Army, and the Bureau of the Census, Department of Commerce. Data on the foreign commerce are supplied to the Corps of Engineers by the Bureau of the Census. The data which are collected gives shipping weight of the waterborne commerce of the United States, classified by type of movement; i.e., exports, imports, coastwise, internal, intraport, and local. In order to explain the nature of the various kinds of traffic reported, a definition of terms by type of movement follows: (1) Foreign trade, which comprises both exports and imports to and from foreign countries. (2) Coastwise traffic, which comprises oceanborne domestic traffic - as, for instance, between New York, N.Y., and New Orleans, La. - and ocean-borne intercoastal traffic, which includes not only traffic between U.S. ports on the Atlantic and Pacific Oceans but also between ports in the continental United States and its territories. (3) Internal traffic, which comprises traffic between a port and an interior point located on a river which flows into or through a port. Water shipments between Richmond, Va. , and Norfolk, Va. , would be considered as internal traffic. (k) Local and intraport traffic, which comprises traffic between individual channels in the same port, as for instance, between Schuylkill River Channel and the Dela- ware River Channel, Philadelphia, Penna. - 133 - WATERBORNE COMMERCE The volume of waterborne commerce of the United States moved upward in I960, as various world trade regions reflected wide shifts in supply and demand. A sharp rise in exports more than offset the decline in imports, raising the total U.S. traffic to 1,099.9 million short tons or U7.5 million tons above the 1959 volume. The total I960 waterborne commerce for the Atlantic Coast, hereinafter referred to as the report area, was 399.2 million short tans or approximately 1 percent below the U02.1; million tons in 1959* The tonnage in the report area amounted to 36 percent of the National total for the calendar year of I960. The total import commerce of the United States for I960 was 211.3 million short tons as compared to 213.5 million tons during 1959 - a loss of approximately 1 percent. Of the National import totals for I960 the report area accounted for 5U percent. In 1959, the report area accounted for approximately 56 percent of the National import total. Export tonnage of the United States increased from 112,2 million short tons to 128.0 million tons or 15.8 million tons above 1959. Of the total U.S. exports, the ports in the report area accounted for approximately 35 percent of the total, an increase of about 1 percent above 1959. The National domestic traffic increased from 726.7 million short tons in 1959 to a high of 760.6 million tons in I960. Coastwise and Lakewise traffic were the principal movements in the increased volume. The I960 report area's domestic traffic was about 31 percent of the National domestic total. The National internal traffic reached an alltime high of 291 million short tons by increasing 8.7 million tons above 1959. Of the principal commodities carried by water in I960, petroleum and petroleum products accounted for kO percent of the National tonnage while comprising 58 percent of the report area's traffic. As noted above, the total I960 commerce for the Atlantic Coast was 399.2 million short tons or about 1 percent below the U02.U million tons in 1959. Petroleum, paper and paper products, wood and wood products, coal, grain, and general cargo were the principal commodities transported. Petroleum, the leading commodity, indicated a slight decrease from 1959. The total petroleum tonnage of the report area was 231.8 million short tons in I960 or 58 percent of the total cargo moved in I960, as compared to 233.8 million tons in 1959. Most of the ports maintained a steady petroleum tonnage for the report area, with the exception of Portland, Me. The latter experienced a considerable decrease principally in foreign imports totaling 12.3 million short tons in 1959 compared to 13.U million tons in I960. New York is the principal petroleum port on the Atlantic Coast. The 98.5 million petroleum tonnage for the port of New York in 1960 is fairly evenly distributed between imports, coastwise receipts, and local and intraport movements. Almost 37 percent of the bulk petroleum tonnage on the Atlantic Coast for I960 moves via New York in the Coastwise traffic. Philadelphia, farther south, had a slight decrease in imports of petroleum and accounted for a total of 25.8 million short tons of petroleum for I960 or 11 percent of the Atlantic Coast petroleum total. Continuous industrial and dwelling construction held the movement of wood and wood products to 3.7 million short tons for the Atlantic Coast in I960, a slight decrease of approximately 0.2 million tons under the previous year. The - 13l» - lumber moved mostly in the Middle Atlantic ports in foreign and coastwise traffic. New York, leading the Atlantic Coast ports in lumber traffic, accounted for 1.1 million tons, while Philadelphia on the Delaware River handled approximately 0.3 million tons. The report area's waterborne general cargo tonnage moved upward in I960. A rise in exports, domestic coastwise shipments, and internal shipments more than offset the decline in imports by elevating the Atlantic area's general cargo traffic to Ul.9 million short tons, approximately 10 percent of the report area's total cargo moved during I960 and about 2 percent increase in general cargo for the Atlantic Coast over 1959. The ports of Portland, Portsmouth, Boston, New Haven, Bridgeport, Albany, Trenton, Camden, Wilmington (Del.), Richmond, Fernandina, Canaveral, Fort Pierce, Palm Beach, Port Everglades, and Miami experienced a slight decline in their I960 volume of general cargo from 1959 • The other ports experienced an increase. No commercial statistics were recorded for the port of Portsmouth, Va. Paper and paper products handled in the report area showed a slight increase during I960 with 3.3 million short tons - a total of only about 35,000 tons over 1959. There was a shift in paper tonnage between ports throughout the Atlantic * Coast. The decrease in volume in one port in the North Atlantic area was offset by the traffic being handled at one of the nearby ports. The total paper ton- nage for ports in the South Atlantic area remained basically the same for the two-year period. A slight increase in grain tonnage for I960 resulted primarily from a slight increase in movements via the ports of Portland, Albany, Trenton, Balti- more, Norfolk, Newport News, Richmond, Morehead City, Savannah, Palm Beach, and Miami. Of U.6 million short tons in 1959, the increase was only about 250,000 tons. All other commodities indicated a decrease of about 1 million tons from 62.3 million tons in 1959 to 6l.3 million tons in I960. A general observation of the kinds of traffic indicates that the flow of imports in I960 into the report area reflected a decrease of approximately 6 million short tons for a total of 111;. 9 million short tons or about 5 percent below the 121.1 million tons in 1959. Petroleum and general cargo import movement represented a decrease of about 5 and 10 percent respectively below 1959. The total waterborne exports for i960 increased 3*2 million short tons over a volume of Ul.7 million tons during 1959* The rising export tonnages of grain, petroleum, paper and paper products, wood and wood products, coal, general cargo, and all other commodities accounted for the 3.2 million ton increase. The coastwise receipts in I960 decreased slightly under 1959 volume. Grain, wood and wood products, coal, and general cargo were the principal commodities implicated. In coastwise receipts grain accounted for almost 6U,000 short tons, a decrease of about 5,000 tons under 1959. On the other hand, coal decreased approximately 8 million tons, while general cargo decreased about 182,000 tons below 1959 to about 6 million tons in I960 or about H4. percent of the total general cargo traffic. With the exception of wood and wood products, the coast- wise shipments decreased about 0.9 million tons below 1959. The internal receipt tonnages declined in I960 owing to smaller movements of mostly coal, grain, paper and paper products, wood and wood products, and general cargo. Internal shipments in I960 increased about U5,000 tons over 1959. Local and intraport movements increased to a new high of 5U.5 million tons in I960. This was l»k million tons over the preceding year. - 135 - In summary, the Atlantic Coast ports handled 399.2 million short tons during I960, as compared to U02.U million tons in 1959. Petroleum, paper and paper products, wood and wood products, coal, grain, and general cargo were the principal commodities moved. The waterborne commerce moving in the Atlantic Coast export trade reflects broadening markets in Africa and the Middle and Far East that will enrich the economies of developing countries as well as the more industrialized nations of the world. Note: Source: Waterborne Commerce of the United States , Calendar Year I960, Part 1, Atlantic Coast, and Part 5, National Summaries prepared by Corps of Engineers, Department of the Army. -136 IV; : § s § S 2 d " ^ l 1 £ |S3 | S S£3 3|£g £g| gg§ £gg8g 33 Kg 8 f " "II" '1 llillllll'lli III'lIlll § §§ S 1 I l ■ llllilf II I ■ -Pi " I ■ II ' S ■ • II s ■ 1 1 " 11 § 1 'sSHMIII I'lllI'll"!! I5"ISS 1" II 3 1 1 ■ Pa ■ 1 • ■ l| | ■ 3||| . 3| ■ jlf li'lpilll I I '5|S|||1I| pSv| II 1 III IIS- HI'I I s | 1| 1 llllllll lllllll'II If III! II II ! 1 " |1| ■!'pl|!' |"|'}"I'"5 !'"'|f|r!| I 1 1 ■ • ■ 'III- 'I l'lll§l"l'lll III -Ill'l ^°S SI si 1 " " p • ■ | IIIIIIIH • III ||| ■ iff g Sp if 1 I I ' 1 ' lllllf 1 1 ' WP ' I ' 1 ' " art ' ' IP '11" 11 ;: •1 fllll'llffl l|''|i|I'll 1 1 tl fiftl'fl'!!! H'pi •in t I" ill 111 lllftpl fPfl'l -1 1 3 16,167,661 1,397,389 19,019,567 2,91*2,912 7,91*9,820 1,111*, 018 7,932,905 2,090,396 6,990,978 153,198,620 376,727 1,71*6,221 l4l*,l*75,l*58 2,230,755 1*3, 1*19,627 2,686,295 1*17,371* 36,360,320 12,678,372 781,50^ 2,917,a87 678,986 U, 179,751 869,772 9,1*55 a,97a,962 a, 3:5, 230 767,312 ia&,?25 7,li50,977 301,321 136,831 731,712 a,693,2ao 1,611,638 5 P .. lap-: "i m i £ g * i a .3. 1 i * c- o\; i 3s i <: -" ^ § °s s is I 5 fe -3 1 < : 1 If 3 £ 1 ,,,,«,, I , , , , , g I | |, , ,S§, ,1 l 8 1 5 r,,, ^ , § ,,R ? c. ■ * . 1 1 1 . ^ ^ 1 1 \ i , i ^ l g I . § . § 1 1 , , | , | , , | , * . , | ,,,",,. § , , . , £ ::i 1 ■•• s i s I 1 ,§,§ | f , ,P§, ,§,*, , §, ,, H -, A , , , ,- | f 1 i^f | , i i I , , , { ^ ll ~,® 11 ^ lll ^ ^11,11111 ...1, ^ I 1 1 1 1 1 1 1 1 1 % i ~ 1 1 1 ^ 1 1 °- 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I ! 8 .. ".*..! | I ' ' ' ' ' ' ' a s" ' H * ' ' ' ' ' ' <§ 1 1' 5 1 1" i™ ' ?: 4 S £ 3 ££ S £ 3 3 £ 3 S 3 <" £ 1 8 s NORTH ATLANTIC: Searsport, Mainel*/ Portland, Kaine Portsmouth, N.H. Fall River, Mass.i/ Providence, R.I. New London, Conn. Bridgeport, Conn. Albany, N.Y. Hew York, N.Y. and N.J. Trenton, N.J. Philadelphia, Pa. Wilmington, Del. Baltimore, Md. Washington, D.C. Alexandria, Va. Fortstcuth 3 '^ 2/ Hopewell, Va. Richmond, Va. SOUTH ATLANTIC: Korehead City, N.C Georgetown, S.C. Charleston' 3.c! Savannah, Ga. Femandina, Fla. Jacksonville, Fla. Canaveral Harbor, Fla. Fort Pierce, Fla. Palm Beach, Fla. Port bverglades, F Miami, Fla. » 3 3 >l ^ >, i I p ,1|1P|5|-|.!|,|,,1 II--I ■■■ 11 | 1 I • ■ ■ .III. •! I'IfP'P-'" ||- -|1- 1 ■ ■! |. ! I .,,,i...iii|p,|| i-|.s-.|P .r §i 1 1 I , |||||f M , | , 35 , J , , * , . , , 3 , , , Iff . , 5 , , , || 3 I ll||I||llfr|'l ff;|l''p i 1 I ,,, 3 |. s | 3 |. .~.| SK ,,I ,,!- s 3 f i 13,357,377 1.78,11,3 U, 268,132 1.68,559 1,21.2,690 1435,277 1,31.7,321 258,975 31.8, 998 27,650,265 72,0114 11,)/1,."^1 168,166 2,55 7 ,809 1,266,120 3145,631 86.2UU 222,602 91.0,079 796,809 788,160 135,339 220,1.56 6614,61.6 11.7,238 1 1 I;I|I;|; |Ij||I;lll fill lip -; iv 1 1 .f-.p-MI-l. |,.||..|...S ,,.f,.|,,,| I i |. . . , , III , , 1 S , II , II , § , 11! 11 . , II , , 1 , , 1 B 3 • • ■ 'is?. .| iiisiiiii-iii Pi- --IP -I- 5| 5 ! I ■ 1 ■ I1IIIIS l'-I'|' -I I- -11' -5 ■• ■ 11 ; - 2,710,125 667,317 9,1.17,1.83 1,282,823 5,101,933 1.68,777 U, 278, 811. 1,027,959 3,675,102 655,173 8,375,60U 125,918 5,797,739 5,776,382 238,981 80,399 220,363 2,788,328 2,261,897 1,2U7,699 3,086,509 129,78U 1U,S60 2,791,090 2U3.528 | 1 .« ,,,- irTi,,*,* S{ \.!- ,, s II | r ■ II1III11I 1 - III! •■ 1 ■ P • II • ■ !l • ■ 1 1 - 1 11 °i 5j llllllllll §|||f|||| ■ III III . ||!|| |!| || | B NORTH ATLANTIC: Searsport, Mainei' Portland, Maine Portsmouth, N.H. Boston, Mass. Fall River, Mass. J/ Providence, R.I. New London, Conn. New Haven, Conn. Bridgeport, Conn. Albany, N.Y. New York, N.Y. Trenton, N.J. Camden, N.J. Philadelphia, Pa. Wilmington, Del. Baltimore, Kd. Alexandria, Va. Norfolk, Vajj/ 4 Portsmouth, Va.3/ Hopewell, Va. Richmond, Va. SOUTH ATLANTIC: Morehead City, N.C Georgetown, S.C. Port Royal, S.C.I/ Charleston, S.C. Savannah, Ga. Brunswick, Oa. Fernandina, Fla. Jacksonville, Fla. Canaveral Harbor, Fla. Fort Pierce, Fla. Palm Beach, Fla. Port Everglades, Fla. Miami, Fla. i '^. 1 ■'I t "sHI •••§"•1" f'I'I l E 1 1 ' ' ' ' s g ' ' ' ' 3* ' a ' ' ^ 1 gg £ | I § , $ , ( §,,,,,,, S , 8 , , , , , , I 1 , ^JPiM , ^ , t , ?s .I,...,. . , , , I 1 I 3 R 1 § £ ; I S £ 1 lllHiff! 1 § 2 8 If "■I"'l" i"l'l 1 1 1 8 .1 1 ° § s | 1 | S ot ,,,,,,,,, , ,,,,,,, cO 1 1 I" H" "|1 5 1 illi'l"! 1 1 £ 1 ' ' ' ' a ' ' a ' g ' ' g ' g ' ' i a - 1 ||f ^| 5 ■ 35 ■ S5§3 • 0- • • % • ~- • • r 1 1 NORTH ATLANTIC: Searsport, Hainei/ Portland, Maine Portsmouth, M.H. Boston, Mass. 2/ Fall River, I'.ass.^ Providence, R.I. New London, Conn. Bridgeport, Conn. Albany, N.Y. New York, N.Y. and N.J. Trenton, N.J. Philadelphia, Pa. Wilmington, Del. Baltimore, Md. Washington, D.C. Norfolk, Va.U/" Portsmouth, Va.i/ Newport News, Va. Hopewell, Va. SOUTH ATLANTIC: Morehead City, N.C. Georgetown, S.C. Port Royal, S.C. Charleston, S.C. Brunswick, Ga. Fernanrlina, Fla. Jacksonville, Fla. Canaveral Harbor, Fla. Fort Pierce, Fla. Palm Beach, Fla. Port Everglades, Fl Miami, Fla. I * >l ^1 ^ >. § :'i 3, 1 2 8 "*-5 1 99,228 81*,l69 1,1,5 38,710 10,083 12,71,3 68,21,3 111,721* i5i,l*ol* g rt|5 S? £ ? 1 I , , ,§ l-'l-cl"! §§• -I ■ ■ • > g s 1 1 182 118,1*31, 10,327 83,516 11,1,03 2,935 18 7,1,26 27 2,350 I 1 1 6,71,1* 20,233 1 116,81,1 10,500 5 7,989 1,872 16,920 1,296 371 36,732 88,1*1*5 75,31,5 188,573 2,608 11,133 83,288 3,038 107 4,852 " 1 1*9,979 131,763 12 17,750 177 103,877 599,511 2 5,325 11,7,822 69,052 51*. 178 99,531 31,820 23,357 22,071 2,179 5,613 75 22,906 503 11*, 873 1*1* , 201 1 3 g is*-! 3 S'^I sSSHS'loc'S'S- "I1'1?"hv ■ ■?- 5§ a i J |1| . . . . . % 1 . < "_■■ I , , , , , , , 3 $s§ ,,£,,,, , , , , %&A ,*?,,, I I ,,,,,,,,,, . ^~ , . ^ , . ^ , i , . . ^ , fc 3 I I ... ^ ..... , t , , t , ^ , 1 ^ 1 . . . . . , . %£ , , % , , , , s s f ■ ..*! l-fff! !■•! ... .* 1 8 I 3,612 26,532 116,230 19 11*, 880 319 13,566 1,520 1*0,1*22 16,099 2,206 80 59,639 U5,252 186,979 221,221 7,281 9,180 156,971* 2,031* 71 9,208 £ 1 ■g.fl-1 p§I#M •!- .8 s . ■! ■ ■* !! ,■ 4 sS ■ 5%"a ' I IIIIII'II'I'I S |I'»IP1 "~ §1 £ K i NORTH ATLANTIC: Searsport, Mainei/ Portland, Maine Portsmouth, N.H. Boston, Mass. . Fall River, Mass.!' Providence, R.I. New Haven, Conn. Bridgeport, Conn. Albany, N.I. New lork, N.I. Trenton, N.J. Philadelphia, Pa. Wilmington, Del. V/ashington, D.C. Norfolk, VaJiT , -Portsmouth, Va.3/ Hopewell, Va. Richmond, Va. SOUTH ATLANTIC: Korehead City, N.C. Georgetown, S.C. Port Royal, S.C. Charleston, S.C. Brunswick, Ga. Fernandina, Fla. Jacksonville, Fla. Canaveral Harbor, Fla. Fort Pierce, Fla. Palm Beach, Fla. Port Everglades, Ha. Miami, Fla. | 3 I z I I I J I ^ ^ >. ^ 1 v tl • •■§ I"" 8 1° " \ 1 g 1 " £ g g§ | S £ 1 , , , , 5 . ( 3 ( 1 § § , ( 3 , a , § ( ( , ( s s S . . . ? t ,,-,£,, I , ^ , , , , , , 3 % , , 1 , , , , £ | 1 ■ ■ If - 1 ■ l|l 1 ■ |||| ■ • 1 "!'. § §.. | s $ I J | _ J 3 gSg SS g SS S3 £ S 3 §S 3 3 - a s -- ss 3 - - a a I 1,768 75,820 1*1*, 71*9 11,338 17,661* 18,202 12,728 1*03,127 75,113 127,938 96,533 118,1*20 570 53,823 2,597 380 21,701* 20,1*72 16,320 336,61*7 357 33,502 1*,208 | s 'ipiipi-B'' i'i s |Mi | § '■'• H 1 , , , $ S , , , , 1 ,,,,,, , , , , , 3 t t 1 1 1 M |§,^,§ ,,, «g $ 1 -.. S ..| If ■■**■. *■* *■ -. 1 1 ,.,* I-- 1 .!.. 1 ~|..§ ... ■* ■i I ■ • • i • issi • § ■ iisi ■ • J 1 ■ ■ * ? ■ 1 §* § 1 I IS 1*,509 21*,581 3,837 1*7 26,81*0 62 31,827 12,163 3,233 1,11*5 23,912 19,859 13,593 3,1*56 1,006 11,758 1 1 2,601 97,1*17 33^61,5 5,791* 27,101 11,1*25 26,232 1*23,096 83,158 115,231 72,556 96,770 53,990 3,1*62 1,916 20,006 1,011 18,1*81 9,679 291,289 3,235 9,251. 1*0,1*23 3,1*52 3 8 ■ J ■ I • PHI j • Il|| se I ■ 1 ■ • infills 3 NORTH ATLANTIC: Portland,' Maine Portsmouth, N.H. Fall River, Kass.i/ Providence, R.I. Mew Haven,' Conn. Bridgeport, Conn. New York, N.Y. Trenton, N.J. Camden, N.J. Philadelphia, Pa. Wilmington, Del. Baltimore, Md. Newport News, Va. Hopewell, Va. Richmond, Va. SOUTH ATLANTIC: Korehead City, N.C. Wilmngton, N.C. Oeorgetown, S.C. Port Royal, S.C. Charleston, S.C. Brunswick, Ga. Fernandina, Fla. Jacksonville, Fla. Canaveral Harbor, Fla. Fort Pierce, Fla. Palm Beach, Fla. Port Everglades, Fla. Miami, Fla. 1 1 1 ^u a 3 s l ,|,|..T. |,,|.|.,|,,,, §.«.§. ps H|§| i 1 1 8 , . . 1 1 . !|!f .§..». 8 3 . . If ! § i ■ | 3 !- s 1 1 s . . • | jpff f s • | ■ |p s | • ■ f!-!- 3 f § *!- !-!- 1 1 ^ 1 ' s ' Stalls 1 ' fall ' Is " s ' ■ ' f " ill ' 1 " ' II I 1 1 ,!ii,i.^|,f|,-|,p M-wi'^^m § $ •I'Ml'SM I'llSOI'I'l IIB'S?' 1 ! I'l SB a 8 In B 1II 111! II* g Ipvllllll fi|f||'|| l|H||i"| ||| || - 1 § I PI ■§.|.r r - J..*.|..5..... 3^,|,5^a||| 1 3 1 rj | gO^CV, ^ CCH NW OO^CV, § 1 ^■•tl'l-Pl'ii i!"irr 3£s 5 g I 1 ■5.pg§}.. |.sf|f-S- s -- IS-'SP'H" -5 ;. : 8 ' I ' 1I1IIII 1 ' lit I ' II " 1 ' ' 1 " III ' 1 " ' II 1 1 1 ■!-f a*r gc-| 2 | rl .p S srlpl'135 | 1" ,f pp| pp|,!|.|,| ip.|l.|§§|| 1 1 |p|S3!v-5S rill§lll'?ll 1S5°"IS"I l-s" 3s | 1 3 g 5S 3 | | ^ 3 B | >. ^ >i >, 8 11 ;J t If ■ i 1 1 1 i i ^i i 1 ,Wi . 5 ( i^ . i ~. ,M P^ ^3 1 i; I | |.1S.|^|.|1| . , . A, , ,§ , ,| s g 1 1 <>; a> 7=lco Su\3? co°5> o SroS ^ ""^ °°0? § ■: I •••!■!!!-!-' !-• •!-■!- ■*•"■■ ■?■ " s 5- ■§ •■• •* ■I I ■I'l'I'III I ,5 ii'l' •!- t 'S'l I" p : l 1 1 • o- • 5 • J • ■ 55 1 • 5555 ■ ll ■ " ■ 5 ■ 3 ■ ■ SS ■ c- ■ ■ S IS t 1 1 lllf ffjffl IM-I^-P ° si 1 ISIIlf pf pi | II 8 ' 'l|ij i| I 'o °,5 Pis § i'; ■d -r ;!. 8 § S 1 ■ ■■*.. |f ■ §■■§■§■•!- !'•!• § § ~ •§ ;. §1 1 1 1 I , , , ,|, , , ,§ t.^j.lif.j. .§| .,,.|,,,~ ... ,| | l I Jill fill! --!' ■IIS'I Wi i ;] | i ,,.|,|||.S|..|.|,,S.,.g f.. 3 p.| ,,, ,8 | i • S ■ | ■ | • |5| | • 5SS3 • • | ■ ■ ■ 5 *j • ■ 5| ' 2§ 5 ■ ■ 15 i 1 i t ■I'i'S' <¥ §■ »5§jf • -I'll?- "!• '31' 'i ■ -I II ! i i flfilppplfi I'frisp § 1 ' llllil Mill ' 11 i ' ' III S-i i s ! o .s s x ! i M ! 1 § § . ^ -a . c i *0 * o ~-°- L i °' °' . h" ^ 1 d i s g B , 53llS? ,3 *l , f iS lli3III§S||il s If&S'Siiiaifi^Bfli - ii,i) - 1 8 2 , J 5 I & & i ^ ^ > PORT DEVELOPMENT The ports on the Atlantic Coast are undergoing collectively an intensive development program. The projects involved are in various stages of develop- ment and range from those recently completed or under way to those contracted or planned for the future. In order to hold or attract general and bulk cargoes, large expenditures are being-made to provide modern and efficient marine terminal facilities, many of which ar£ public terminals open to all shipping interests. Efficient general cargo terminals are among the most important features of this vast port development program. Considerable emphasis is being placed on the planning of the precise requirements of efficient terminals of this type. Additionally, dry and liquid bulk cargo terminals are under construction to meet the demands of a diversified and growing industry. In the ports along this Coast, public organizations and private industries - realize that the older terminals - general cargo piers in particular - are no longer capable of giving quick, efficient service. The piers involved are generally outmoded, both functionally and structurally. The use of modern cargo- handling equipment, and the movement of containerized and palletized cargo on such piers is impracticable. Most of these piers have limited terminal space, inadequate pier aprons, and small transit sheds that are no longer functionally suitable. Unfavorable access to the piers by land carriers and inadequate terminal facilities to handle increasing truck traffic exist at the outmoded terminals. Many port development programs are being accomplished by the purchase or lease and subsequent modernization and improvement of existing installations by local port authorities. Progress is also being made by the construction of new individual facilities replacing outmoded piers and by the construction of modern marine terminals at carefully selected new sites. These latter sites are on .deep water with sufficient space to construct large terminals complete with multiple ship berths, supporting transit sheds of generous size and modern design, with wide roof column spacing, warehouses, open storage, cargo distribu- tion buildings, and other supporting facilities. A generous amount of space is provided for parking and mobility as well as spacious connections for the various modes of surface transportation. Such terminals provide facilities for an ef- ficient and modern wharf service necessary to permit the fastest possible turn- around time for vessels. The stimulation for the current port modernization program arises from three basic influencing factors: (1) the increases occurring in the volume and varieties of cargoes handled; (2) the increased size and draft of ships required to carry such cargoes; and (3) the evolution in cargo-handling and transportation methods which has taken place or is in prospect for the future. Today's general cargo terminal should be sufficiently flexible to adjust its operations and provide facilities and services for potential commerce. It should be free of limitations in order to serve modern cargo vessels, keep pace with the most modern mechanized ship loading methods including unitized cargo operations, and provide efficient rail and truck cargo- transfer systems. These factors have influenced the design of general cargo terminals in several of the - 11*5 - Atlantic Coast ports e The ship berths are longer; wharf aprons are either open or up to 5>0 feet in width; larger, modern transit sheds are being provided; and open cargo storage space is provided where none was provided before. A new con- tainer terminal provides ample marshalling space for trailer bodies (van con- tainers) and cargo distribution buildings. Two-story transit sheds provide a combination of space for handling cargo as well as modern lounges for passengers, with space for cars and trucks inside the terminal. A number of port industries have prepared master development plans that often include completely segmented entities, permitting terminals to be built only as they are needed. Many projects that have been completed or are under way are a result of such plans. Several outstanding examples of new ideas in design and engineering in these foresighted programs are worthy of mention. The new Lamberts Point Terminal at Norfolk, Va., provides a unique combination of hatch-skylights in the roof of the transit shed. These are designed to operate like a ship's hatch, permitting cargo containers to be lifted from a ship's hold directly into the shed. Two traveling, semiportal jib cranes for handling such cargo move freely along the sides and offshore end of the pier on tracks which curve around the corners of the offshore end and permit cranes to serve either side of the pier without block- ing the shed doors used for conventional break-bulk cargo. At the new Dundalk Marine Terminal in the port of Baltimore, Md., two transit sheds were built with translucent plastic panels under the roof eaves, and ad- justable ramps were provided on inshore shed platforms for ease in handling cargo to and from trucks. A specially designed bumper fender system has been installed at the new State Docks Terminal at Brunswick, Ga. As the heavy shock absorbers are com- pacted by the ship, they are cushioned by lateral timbers, thus, steadily easing the impact of the vessel. Also, at Brunswick, a portion of the new terminal area has been stabilized by means of accelerating the compression of fill which was accomplished by surcharging it with tons of soil prior to utilization. The preloading of the area with fill, waiting for settlement to take place, and then removing excess fill so that construction could proceed has also been successful for recovering soft marshland at other Atlantic Coast ports, principally New York. Sand drains are often used to accelerate soil compaction. Following success in other ports, the conversion of Piers 38 and UO, South Wharves, Philadelphia, Pa., into a modern cargo terminal was successfully ac- complished by filling the slip between the two piers. The narrow pier aprons, depressed tracks inside the transit sheds, and lack of truckloading facilities were not conducive to effieient terminal operation. After careful study and research, the slip-filling plan was adopted for the purpose of overcoming existing deficiencies. The slip-filling concept included: (1) joining the two piers by a common substructure to provide an open area (11^,000 sq.ft.) for truck and rail opera- tion between the two piers; (2) Providing double-tracked pier aprons, 35 feet in width, on the upstream side of Pier 38 and the downstream side of Pier UO; (3) filling the existing depressed railroad tracks in the center of each pier shed which were then paved flush; (h) constructing platform-level truck and rail facilities along the interior side of each pier including new truckloading plat- form elevators; (f>) installing new mercury-vapor lighting systems and sprinkler systems . - 1U6 - The large rectangular-shaped cargo terminal at 39th Street, Brooklyn, N.Y., was also designed for the greatest possible efficiency. It has accommodations for handling 90 trucks in loading positions at transit shed platforms, with a special truck court where 110 vehicles can wait their turn for cargo without interfering with other traffic. Seventy- five large, steel shed doors can be rolled up to provide easy access to the sheds. Four of the doors are £0 feet in width. The roof and sides of the pier shed are paneled with durable, fireproof, translucent plastic material to permit daylight in the shed, thus eliminating the need for daytime artificial light. Fluorescent lights provide maximum il- lumination for night operation. The overhead clearance throughout the interior of the shed is 2£ feet, providing room for cranes and forklift trucks to stack cargo to a significant height. The pier has a 30-foot apron around its perimeter and is equipped with four water hydrants to permit ships to take on water without the hoses impeding the movement of cargo during watering operations. In the design and construction of new general cargo terminals at Port Newark- Port Elizabeth, N.J., provisions have been made for so-called cargo distribution buildings. These buildings, located to the rear of the transit sheds, provide for a minimum handling operation between the two types of covered storage buildings. The cargo distribution buildings have wide bays, high ceilings, and heavy floor load capacities to permit high stacking. Truckloading facilities are on one side and rail facilities are on the other - both at platform height. The new type buildings behind the transit sheds have been designed to economically provide unit areas of about 26,000 square feet of usable floor area for cargo distribution purposes. This new terminal system offers a spacious hub where vessels, trucks, and rail cars meet, and insures fast and economical delivery of merchandise for distant as well as for local distribution. A brief resume of some of the more important building programs follows: Portsmouth, N.H . Construction of a new $800,000 marine terminal at Portsmouth will begin early in 1963. This terminal, located on Nobles Island in the Piscataqua River, is especially designed for handling containerized cargo as well as conventional general cargo. The first stage of construction will include a h5>0-foot wharf with 21*3*000 square feet of open space for receiving and storing containers and cargo. Space for two additional berths and a transit shed has been provided in the master plan. Boston, Mass . The Mystic Steamship Division of Eastern Gas and Fuel Associates has started construction of a liquid sulfur storage facility. The terminal will be one of three Atlantic Coast terminals for handling quantities of molten liquid sulfur by the Freeport Sulfur Company. It includes a 10,000-ton (1,^00, 000-gallon) heated storage tank, to be supplied by a special T-2 tanker carrying 16,100 tons of molten sulfur in five steam-heated tanks that keep the material at a temperature of about 300 degrees Fahrenheit. -11*7 - In I960, the rebuilding of a terminal for unloading, storing, and trans- shipping dry bulk cargoes was completed. This facility, also owned and operated by Eastern Gas and Fuel Associates, is equipped to handle such cargoes as coal, ores, and dry chemicals. The discharging equipment consists of an 8|--ton movable unloading tower coupled to a 1,700-foot belt conveyor system with two boom stackers which dump the material in storage areas at rates up to 1,000 tons an hour. The grab bucket dumps material into a bin in the tower structure which in turn automatically feeds the conveyor belt. It then moves the material to the storage areas. The material is piled by belt stackers which move on rails to distribute the material where desired. In addition, a cement plant is being planned at the Eastern Gas and Fuel Associates Industrial Park on the Mystic River « New York, N.Y . The past 13 years have seen great progress in the modernization and new construction of piers and ocean terminals in the port of New York. A program of port rehabilitation, underway since 1950, has proceeded with great strides. Modern marine terminals are being completed regularly, and the program is con- tinuing at full speed. The Port of New York Authority and the Department of Marine and Aviation of the City of New York are mainly responsible for the program. Since 1950, over $170 million has been expended in this effort. At the end of 1959, $55,700,000 was invested in Port Newark, N.J., alone. The total cost, when the development is completed at Port Newark, has been estimated at $125 million. The program includes nine new berths, seven cargo distribution buildings, a 15-acre lumber terminal, a bulk wine terminal, and a fumigation plant. The latest project to be completed under this program is a $10 million four-berth general cargo terminal, and the newest project programmed is for the construction of two cargo distribution buildings providing 20U,000 square feet of space at a cost of $957,971. The distribution buildings are single- story structures, each 61j0 feet long and 160 feet wide, and similar in design to existing Port Newark buildings. Largest of the terminal developments underway by the Port of New York Authority are the Elizabeth -Port Authority Piers on Newark Bay in Elizabeth, N.J. It is being constructed at a total cost of $150 million. In January 1963, the first phase was near completion including five berths, two transit sheds, and eight cargo distribution buildings providing 88i|,000 square feet of space at a cost of $27 million. A new five-berth wharf costing $3,775,895 will be added in 1961|. The total program will include 2k berths with modern transit sheds, and 5,000,000 square feet of distribution and cargo-handling space will be available in the upland. Each transit shed will be supported by some 30,000 square feet of open space which may be converted into a parking area for container vans. When this shipping complex is in full operation, at least one-half of the cargo is expected to be moved by containers. Five berths are being designed exclusively for container cargo, but the conventional general cargo berths will be readily adaptable for container use. 1U8 - To ensure the accommodation of the containership of the future, vessel berths are approximately 61|0 feet in length compared to 600 feet in Port Newark. The Port Elizabeth channel will be 800 feet wide compared to the 685-foot-wide chan- nel at Port Newark. The construction of the Brooklyn-Port Authority Piers covers a considerable area of the Brooklyn waterfront. This approximately $90 million project, to be completed in 1963, provides for 25 obsolete piers to be replaced by 11 large modern terminals, plus one pier to be rehabilitated. Forty-nine acres are being paved to accommodate cargoes and to handle up to three thousand trucks a day which will comprise the cargo traffic for this development. Pier Nos. 1, 2, and 3 in the Fulton Terminal section, Pier Nos. 6, 7, and 8 in the Baltic Terminal section, and Pier Nos. 10 and 11 in the Atlantic Basin have already been built. As an illustration of the design of these piers, the new $5,213,000 two-berth Pier No. 8 is 680 feet long on the south side, 1,000 feet long on the north side, 320 feet wide and with 30-foot aprons. The 176,000-square- foot transit shed has space for Ik trucks at platform level at its inshore end. * Pier No. 5 has recently been authorized for construction. The pier will be built at the foot of Joralemon Street in the Fulton Terminal area. It is to be ready for occupancy in the fall of 1963 . The structure will be 375 feet wide, 650 feet long on the north side, 625 feet long on the south side, and with 180,000 square feet of shedded space. To facilitate truck service, it will have an upland area of 158,000 square feet. Also rapid progress is being made toward completion of Piers 9-A and 9-B located in the Baltic Terminal section. In 1957, the Department of Marine and Aviation embarked on an extensive program on Manhattan's North and East Rivers and the Brooklyn waterfront at a cost of $200 million. The program is well over the halfway mark. The budget for 1962 was over $69 million, in which great progress in the Department's waterfront rebuilding program was reflected. The $2,01*0,000 Baltimore and Ohio Railroad waterfront terminal at Pier No. 63, North River, Manhattan; a $3,600,000 pier at 35th Street in Brooklyn; a $6,750,000 pier at 23rd Street in Gowanus Creek, Brooklyn; a $l,8l5,pOO marine terminal modernization improvement program, including the addition of an upland cargo shed, at 29th Street in Brooklyn; a $10,600,000 four-berth terminal at 39th Street in Brooklyn; and a four-berth freight and passenger ship terminal at West Houston Street on the North River in Manhattan have recently been placed in service. Of special merit, is the rectangular-shaped, four-berth terminal in Brooklyn extending from 36th Street to 39th Street. It extends 1,060 feet into the Upper Bay and has accommodations for handling 90 trucks in loading positions at transit shed platforms with parking facilities in a special central truck court where another 110-vehicles can wait their turn for cargo without interfering with street traffic. What appears to be three transit sheds joined together and bordering the north, west (offshore), and south sides of the terminal, in reality form one large U-shaped building whose inner perimeter encloses a central truck court. The steel-and-concrete installation has transformed the area once occupied by the 39th Street Ferry Terminal into a modern cargo terminal. The pier and truck court were built over solid fill instead of being supported by wood and steel piling. - 1U9 - Recently completed is the new four-berth $19 million Pier kO on the North River in Manhattan. It is a square-shaped cargo and passenger terminal with a center truck court and extensive roof-top parking facilities on the two-story transit sheds. The terminal, supplanting five old piers, provides for separa- tion of cargo and passenger operations. The lower deck will be used for cargo exclusively. Trucks will enter the court and be served by 125 platform- level loading stations, thus relieving congestion along the marginal street. A lounge for passengers and storage space for passenger automobiles are available on the second deck and on the roof. The second deck and roof parking area is reached via a two- lane ramp from the street. An important feature of the pier's design is the building of the entire facility toward the river without the encroachment of the bulkhead structure inshore of the bulkhead line. Another facility under way on the North River in Manhattan is new Pier $k. When this $5,500,000 general cargo terminal is completed, it will be 775 feet long and 150 feet wide. It adjoins and will be linked with Pier 92 by a bulk- head cargo shed. At least 30 trucks will be handled at a time. The latest program is a $35 million plan for redeveloping the city-owned waterfront in Stapleton, Staten Island, N.Y. It calls for the replacement of nine old piers by two modern wharf terminals especially suited for container- ship operations. In addition, two existing piers, Nos. 12 and 13, will be shortened and modernized. Structures south of these piers will be removed to provide for a 1,100-foot-long wharf terminal with approximately 2h acres of sup- porting land. The wharves will be used alternatively either for handling tra- ditional type general cargo or for conducting container operations. Chelsea Piers 59, 60, 6l, and 62, located between West 19th Street and West 22nd Street in Manhattan, are undergoing extensive modernization at an estimated cost of $11 million. Twenty-foot aprons will be built on the north and south sides of Piers 59, 60, and 6l. In addition to the existing two-story transit sheds, one-story bulkhead sheds 1^0 feet wide with continuous truck access doors will be constructed between these piers. A feature of the Chelsea project will be the adoption of Pier 62 for hand- ling containerized cargo. The existing transit shed on Pier 62 will be removed, the outer end of the pier widened, and a concrete deck placed on the resulting 680- by 140-foot open pier area. The bulkhead shed will remain. In the same area, a new Pier 76 will replace Piers 75 and 77- It will be a modern two-berth, one- story shedded pier, 635 feet long by 300 feet wide, with a 92-foot-wide bulkhead platform extending 615 feet along the bulkhead. The bulkhead supports a one-story bulkhead shed 615 feet long by 72 feet wide. A 20-foot apron is provided on both sides of the pier and on the water side of the bulkhead shed. The pier shed will be 260 feet in width. A marginal area, 615 feet in length and 178 feet in depth, to 12th Avenue will be included in the design. Construction is estimated to cost $8,500,000 and is expected to be completed in 1963* Engineering studies have been made for planning the future development of other vital waterfront sections under the jurisdiction of the Department of Marine and Aviation. - 150 - A multimillion-dollar ocean terminal, to be built just north of the Government pier at Bayonne, N.J., will be one of the few marine terminal pro- jects to be undertaken by private interests in the port of New York in recent years. The site of the proposed general cargo facility is a 217-acre tract leased from the city of Bayonne. The construction of the terminal will consist of a sheet pile bulkhead with a concrete apron. Albany, N.Y . Plans to construct a $6Jj. million cement mill at Ravena, N.Y., 12 miles south of Albany, are being made jointly by Cerro Corporation and Newiont Mining Cor- poration. The initial designed capacity is 10,000,000 barrels per year. A loading station for oceangoing vessels will be provided on the Hudson River. Philadelphia, Pa . A long-range modernization program has been undertaken by the city of Phila- delphia resulting in extensive pier improvements. Modern design, offering di- - rect interchange between land and water carriers, is the keynote of the program for the municipal piers. The master plan for the development and beautif icati on of the waterfront extends southward from the Benjamin Franklin Bridge to approximately Kenilworth Street, where the present facilities are largely outmoded with respect to cargo-handling operations. According to the plan, the project will be completed in 15 years and will include a port tower, a recreation area, and the remodeling of Pier No. h to accommodate cruise passengers. The tower, a 25-story port of- fice building, will house shipping companies, freight forwarders, custom brokers, and many marine services. At nearby Dock Street, there will be a boat basin, boat sales, and display space, as well as an exhibit of historic vessels. The boat basin will be limited to large inboard rivercraft. In the block from Chestnut to Walnut Streets, a museum will be designed to stress the close historic, geographic, and scientific relationship between Philadelphia and the Delaware River. This project will focus attention on the waterborne commerce of the port as well as to provide a central location for firms and agencies engaged in maritime activities. A new $h million general cargo terminal is being planned at Port Richmond. The new terminal will be built on a 1^-acre site at Allegheny Avenue and will include berthing space for three ships and two transit sheds. As previously mentioned, Piers 38 and k0, South Wharves, have been converted into a single modern general cargo terminal. The cost of converting the two piers was $2,337,000. The slip between the two piers was filled and reinforced by a concrete deck which permits platform loading and unloading operations for truck and rail carriers. The new berthing facilities can accommodate three oceangoing vessels. The Philadelphia City Planning Commission is in the process of purchasing general cargo Piers 96, 98, and 100, South Wharves, from the Federal Government. -151 - These piers constitute the former World War I Philadelphia Army Base Terminal and occupy a site of about 73 acres. They will be rehabilitated to provide a total of six 600-foot berths with covered storage facilities and open areas for storage, parking, and truck circulation. The work is being planned in two stages in order not to disrupt the present cargo-handling activities at the piers. As a part of a long-range port development program in South Philadelphia, a $20 million Packer Avenue Marine Terminal is being planned just below the Walt Whitman Bridge. It is to be started in 1963 and will provide space for berthing five ships. In addition to three large transit sheds, construction plans include two warehouses and a cold storage plant. The terminal will be fully equipped for handling container cargoes in the form of trailer vans. Baltimore, Md . The Maryland Port Authority recently erected two transit sheds at the new 360-acre Dundalk Marine Terminal. The development of this five-berth terminal represents an investment of more than $12 million. The two 100,000-square-foot cargo-handling sheds, at berths 2, 3, and h are built of protected metal siding with concrete floors and translucent plastic panels under the roof eaves. A 20-foot truckloading platform with adjustable truck ramps is provided at the rear of the sheds. Rail tracks are also adjacent to the sheds. A 52-rail car holding yard and a water tower are being constructed. In addition to handling general cargo, the Dundalk Marine Terminal is used as a foreign car importation center and will, in the near future, begin hand- ling shipments of molasses at the new bulk liquid terminal under construction. Also, a new berth for lumber import operation has recently been approved. The bulk liquid terminal, to be operated by the Pacific Molasses Company, will include two 2,000,000-gallon storage tanks and two 170,000-gallon mixing tanks along with warehouses, scale house, and other facilities necessary for the storage and minor processing of the product. Molasses will be discharged from the berth through a pipeline running 2,600 feet from the bulkhead to the tank storage area. The pipeline is being enclosed in one of two underground tunnels installed at the terminal. As the next step in its port modernization program, the Maryland Port Authority plans to renovate the general cargo piers owned and operated by the Baltimore and Ohio Railroad, and the Pennsylvania Railroad. Reconstruction of these industrialized waterfront areas will begin on completion of negotiations between the Maryland Port Authority and the railroad companies involved. The city of Baltimore is also engaged in a project that will renew the older inner harbor area. This location is under consideration for revitalization as a civic area, including an International House, pleasure boat marina, outdoor amphitheater, and panoramic restaurant overlooking the water. In addition to the publicly-sponsored port development programs, private operators are involved in plans for improving and expanding their own facilities. Rukert Terminals, Inc., is in the midst of a $1 million enlargement of its Lazaretto Point cargo piers. The Shipbuilding Division of Bethlehem Steel Com- pany is preparing to install a new 22,000-ton drydock to replace an existing - 152 - 9,000-ton dock. The United States Gypsum Company is building a multimillion- dollar pier and processing plant at Curtis Creek on the south side of the port of Baltimore for the importation of gypsum rock. The Atlantic Cement Company, Inc., plans to construct a terminal for the receipt of dry cement for distribution in the Middle Atlantic area. The 10- acre site selected is on the east bank of Curtis Creek, downstream from the Pennington Avenue Bridge. The new installation will include a pier and six- teen 190-foot-high storage silos. The dry cement will be moved to the silos by means of pneumatic tubes, a process similar to that used for unloading grain. Hampton Roads, Va . As the result of a $26.9 million bond issue for port development by the Virginia State Ports Authority, the construction of a new $l£ million general cargo terminal at Norfolk's Lamberts Point is well under way. Work on the new 1,200- by IiOO-foot Norfolk terminal is to be completed by the end of 1963. Lamberts Point construction, in addition to the pier, will include two 120- by 730-foot transit sheds with loading platforms for trucks and for railroad cars. The Norfolk and Western Railway's yard will be enlarged to include tracks con- necting with the pier, two new warehouses, a cold storage plant, and a proposed new carfloat bridge. Similar development plans are under consideration in Portsmouth and Newport News, Va. When completed, the refrigerated warehouse will provide a cold storage capacity of 100,000 cubic feet, and the two warehouses will each be 7!?0 feet by 120 feet in size, with a tailgate-level truck platform on one side and a car- level rail platform on the other. The Lamberts Point Terminal is a composite of new ideas, such as the design of combination hatch-skylights in the roof of the pier's 360,000-square-foot transit shed. The hatch-skylights will open like a ship's hatch to allow con- tainerized cargo to be lifted from a ship's hold directly into the shed by means of traveling cranes on the pier aprons. Two 15>-ton, traveling, semiportal jib cranes for handling such cargo move freely on crane tracks along the sides and offshore end of the pier. The out- board legs of the semiarched crane bases are mounted on a flush surface rail (at deck level) which curves around the corners of the offshore end of the pier, and likewise the inboard parts of the crane bases are mounted on an elevated rail (just above roof level) which curves around the offshore corners of the shed roof. This arrangement allows both sides and the offshore end of the pier to be served by one or both cranes without blocking the transit shed doors when used for conventional break -bulk cargo. This will permit the cranes to move freely to either side of the pier. The coal-handling transshipment capacity at Hampton Roads is in the process of being increased. The Norfolk and Western Railway has a $2$ million coal pier under construction. The pier will have two traveling shiploaders which will enable two ships to load simultaneously at a rate of 10,000 tons per hour per ship or to concentrate both loaders on a single vessel with a maximum loading capacity of 20,000 tons per hour. - 153 - The Chesapeake & Ohio Railway is redesigning Coal Pier 3J4 at Newport News. The alterations will expedite the loading of large coal -carrying vessels taking U5>000 tons or more. Vessels will load and replenish their fuel, water, and supplies in about 8| hours. The Atlantic Cement Company, Inc., is constructing a wharf and sixteen 190- foot-high storage silos on a 9-acre site at Money Point in South Norfolk. The operation, similar to Baltimore, will involve the pumping of dry cement to the silos from 10,000- to 15,000-ton oceangoing barges for transshipment in bulk by rail cars and trucks. In addition, the Gulf Oil Company recently completed a $130,000 docking facil- ity, and the Tidewater Oil Company placed in operation a new 102,000-barrel bulk petroleum terminal. These facilities are at Money Point on the South Bank of the Elizabeth River. Wilmington/Morehead City, N.C . The North Carolina State Ports Authority has announced plans for another expansion of its port facilities at Wilmington and Morehead City. It is an- ticipated that $8,500,000 would be spent at Wilmington for a 1,200-foot extension of the wharf and for the construction of two more transit sheds, a warehouse, and new rail facilities. A similar extension of the wharf would be made at Morehead City, where $5 million would be spent for new facilities. In addition to the extension of the wharf, four warehouses, and rail facilities would be constructed. A definite trend toward specialized facilities at Morehead City has materialized wherein large tonnages of liquid and dry bulk cargoes are handled. For instance, the Carolina Grain Corporation has recently erected its fifth grain storage tank. The North Carolina State Ports Authority has leased the remainder of the Maritime Administration's Wilmington Reserve Shipyard, which consists of a total of 169 acres. The additional property will be used for the development of the above-mentioned modern port facilities. In Wilmington, a new $500,000 liquid bulk chemical plant has recently been placed in operation on the property of the North Carolina State Ports Authority. The new T-head pier and liquid bulk storage installation, operated for Diamond Alkali by the Wilmington Chemical Terminal, Inc., is used for the handling of caustic soda and other commercial chemicals and liquids. The terminal supplies these vital materials to the textile, pulp and paper, food processing, and chemical industries by barge, rail, and truck. Charleston, S.C . The latest construction projects, under the $22 million South Carolina State Ports Authority port development program at Charleston, are in various stages of development. As a part of this program, a 320,000-cubic-foot cold storage plant has recently been completed. It is located next to State Pier 15 at the North Charleston Terminals. The plant handles, principally, perishable meat and poultry. Also, included in the project is a 6U,000-square-foot warehouse for general cargo and storage. The warehouse adjoins the cold storage plant. - 15U - A new $2 million bulk grain facility completed in 1962 is located at Pier 15. The 6U0,000-bushel elevator has four bucket elevators, each approximately 200 feet high and each capable of receiving 10,000 to 25,000 bushels of grain per hour. Other mechanical equipment includes a 380-foot-long loading gallery, with a U2-inch-wide conveyor belt feeding five spouts for loading grain aboard ship, a rail car dumper, a truck dumper, and two 25,000-bushel per hour scales. A $1,138,000 project at Union Pier in downtown Charleston includes a new 27,800-square-foot warehouse, additional transit shed space and a new 1,050- foot-long pier. The pier, transit shed, and warehouse were recently placed in operation. Between the two transit sheds on Union Pier, a track well with two depressed railroad tracks has been covered with a new roof. The inside walls of the transit sheds, next to the track well, were removed as part of the project to form one large transit shed. In addition, plans are being made to extend State Pier 8 and the Columbus Street Terminal. Open and covered storage areas will be provided. Georgetown, S.C . Construction is well underway on a bulk oil storage facility being built at State Pier 31 in Georgetown. The tank farm is located on a 9»l;-acre tract between the South Carolina State Ports Authority wharf (State Pier 31) and the International Paper Company's wharf. Pipelines will connect the storage tanks to State Pier 31, where tankers will discharge oil. The tanks, with a capacity of 78,500 barrels each, will be 100 feet wide and 56 feet high. A 6-foot earthen firewall will enclose the area. Savannah/Brunswick, Ga . The Georgia Ports Authority began construction of new berths and other wharf facilities at Savannah and Brunswick in February 1962, under a $9.5 million revenue bond issue. At Savannah, berths 13, lh, and 15 were recently added to the existing five berths at the Ocean Terminal. Two transit sheds and two heavy-lift cranes were completed early in 1963* The total construction cost was $3,750,000. The Ocean Terminal has a l,17U-foot continuous wharf with a reinforced concrete deck on precast concrete pile construction. At the Garden City Terminal, an 800,000- square-foot cold storage plant will be constructed for shippers of poultry and meat. Construction has been completed on the $U, 500,000 addition to the Garden City Terminal which gives Savannah three additional berths and supporting transit sheds. In addition, two gantry cranes are being erected at a cost of $360,000 to serve the new berths. Also at Savannah, the Texas Gulf Sulphur Company will erect a $Ii00,000 facility to handle molten sulfur. The plant will be located at the Atlantic Coast Line Railroad terminal, just west of the Southern States Phosphate & Fertilizer Company plant. An estimated 50,000 to 75,000 long tons of molten sulfur will be handled annually. It will be distributed by special tank trucks and rail cars. 155 The American Cyanamid Company arranged with the Georgia Ports Authority for the construction of a storage facility at the Garden City Terminal in Savannah at a cost of $2?0,000. The facility, recently completed, is being used for the storage of molten sulfur. At the privately-owned Stevens Terminals on Hutchinson Island in Savannah, improvements have been made to diversify the port's facilities for handling bulk cargoes to include such cargoes as clay and grain. In addition, a cement storage facility will be built by the Atlantic Cement Company, Inc., on 10 acres of land between the Talmadge Bridge and the Gulf Oil Corporation's petroleum storage tanks on the south side of Hutchinson Island. Plans call for a structure 200 feet high with 16 concrete silos, each having an inside diameter of 21 feet. Brunswick is also scheduled to add a new £U0-foot berth and a l;2,500-3quare- foot transit shed to the existing $60-foot Brunswick State Dock. The new wharf features a ^2-foot apron with double marginal rail tracks. The new construction, costing $1,500,000, is scheduled to be completed in early 1963. The development of Colonels Island into a 10,000-acre deepwater industrial site is another planned program which will have a far-reaching effect on the growth of Brunswick. It will provide large areas for the future location of port-oriented industries requiring deepwater facilities. A 388-acre site known as the Whitehall Plantation at Savannah had previously been acquired for the same purpose. Jacksonville, Fla The development of additional general cargo terminals at Jacksonville is expected in the future. The waterfront area under consideration begins at the Municipal Docks and extends to the Commodores Point Terminal, which is operated by the Strachan Shipping Company. Through the construction of a continuous bulk- head, this area is expected to provide adequate general cargo terminal capacity for future needs. The Duval County Port and Industrial Authority has recently acquired the Blount Island tract for future maritime activities and industrial development. The plans for development of the tract include a bridge and causeway for rail and highway transportation and a graving dock large enough to accommodate the largest aircraft carriers afloat as well as large passenger ships, tankers, and ore car- riers. A 170-acre site on the mainland opposite Blount Island will be a part of the port and industrial development program. Early cost estimates to prepare the land for use are nearly $11 million. Other major developments, either under way or planned, include the expansion of the United States Gypsum Company plant, construction of the Frontier Oil Re- finery in the North Shore Area, construction of a cement distribution facility by the Universal Atlas Cement Company, and the construction of the Erie & St. Lawrence Terminal. Fort Pierce, Fla . The Fort Pierce Port Authority is planning for the development of a new terminal on Taylor Creek from which the Howse Steamship Agency will handle -156 - shipping operations to the Bahama Islands, In addition to the new cargo terminal, a floating drydock capable of handling a vessel up to 300 feet in length will be constructed as well as a U0,000-square-foot warehouse. Palm Beach, Fla . At Palm Beach, the port officials are considering the acquisition of addi- tional land adjacent to the present port property. The port officials plan to construct additional port facilities and provide space for industrial development. Port Everglades, Fla . The Broward County Port Authority has recently expended $7Ui,000 for grading and bulkheading 1,U75 feet of berthing space at Pier 3> paving Pier 2, and bulk- heading 560 feet of berthing space for tugs at Pier 6. In addition, a new $li5>0,000 combination transit shed and passenger terminal at Pier 3 has been placed in operation to handle the increased volume of cargo and passenger traffic during the winter season. Also, Texaco, Inc., recently constructed a $£00,000 marine * oil terminal. The three 5U,000-barrel storage tanks are on company-owned land. Long-range plans call for development of Port Everglades southward from the existing facilities. The development of additional ship berths will require a considerable amount of dredging and bulkheading southward from Pier $» The over- all port expansion program will provide a total of U0 berthing spaces. This will include 6 additional piers and 15 new warehouses at a cost of several million dollars. Miami, Fla . A $20 million port construction program in Biscayne Bay was started in I960, and work is expected to be completed in 1965 • The terminal will begin open storage cargo operations in 1963, with an increase in operations at the new facilities as they are completed. The new port is being constructed on the westerly island of the two Dodge Islands which lie to the south of MacArthur Causeway. The island is being bulk- headed and filled to provide a rectangular terminal of about 186 acres. The terminal island, located 2,500 feet southeast of the present cargo terminals, will be 8,^00 feet long. The north side will abut the existing 32-foot channel. Another channel, 20 feet deep, will be dredged from the main channel to the south side of the island to provide berthage for vessels of moderately shallow draft. A causeway from the mainland will handle rail and truck traffic to and from the terminal. The provision of a planned railroad classification yard on the island will eliminate traffic congestion on the mainland. There will be 8, £00 linear feet of berthing space, with a depth of 32 feet alongside; a passenger terminal with a capacity for about 2,000 persons; 600,000 square feet of transit shed space; 100,000 square feet of warehouse space; 250,000 cubic feet of refrigerated space; and administration buildings, a sea- plane base, a heliport, and a drydock area. Upon completion of the new port, the present cargo terminal area will be cleared, and the slips filled to ground level to provide space for modern office buildings. -157 - GENERAL A resume of a recent survey by the Port of New York Authority of port im- provements in the United States indicates that during the period January 1, 19U6 to June 30, I960, the total port development expenditures on the Atlantic Coast of the United States amounted to $5>6Iu5 million, of which $503 • 7 million was expended in North Atlantic Coast ports and $60.8 million in South Atlantic Coast ports. The average annual rate of expenditures for the years 1958 to i960 amounted to $5l«l million in ports of the North Atlantic and $9.3 million in ports of the South Atlantic. The categories of expenditures involved were "New Con- struction" and "Modernization/Rehabilitation" of general cargo and specialized facilities. The results of this survey and the recent completion or initiation of many construction projects during 1961 and 1962 illustrate that the port industry is carrying out an energetic program of modernization and expansion to meet the demands of a growing national economy. It is noteworthy that local plans for long-range development in ports of the Atlantic Coast area indicate this program of expansion and modernization will continue vigorously into the future. -158 - TECHNICAL STUDIES AND RESEARCH PROGRAMS AFFECTING THE PORT INDUSTRY In almost every field of transportation both government and industry, on the national as well as the international level, are intensifying their efforts in the development of technical studies and research programs related to the port industry. New ways of propulsion; new designs for reducing friction and increasing efficiency; and new methods of handling, stowing, and packaging of cargoes are some of the subjects being programmed, developed, and tested for their practical application. These are the result of previous programs developed for the purpose of improving the various aspects of the maritime activities af- fecting the port industry. Economic growth throughout the ages has been paced by new developments in transportation. From the ships of the Phoenicians and the roads of the Romans to the jet aircraft of today, interest in achieving better transportation has required leadership from government and industry alike. During the past four decades progress has been made on the part of many governments in an effort to find solutions to transportation problems which extend beyond the boundaries of individual nations. Since transportation is so vital a part of the economic life at the State, National, and international level, the responsibility of government and industry in transportation development has become increasingly important. In the past, economic demands for better transportation have been met by the provision of canals, clipper ships, railroads, and steamships. In the present economic situation, ways and means of improving the ports and their operations have an even more vital place. Studies directed toward increasing efficiency in the ports have a dual role to perform by revealing potential technical improvements and by producing evidence of economic advances. Hence, a comprehensive port improvement program must have both economic and technical phases related to terminals, cargo operations, and ships. Historically it has been found that the answer to the problems of improving transportation of general and bulk cargoes does not necessarily lie in the con- struction of larger and faster ships, but co-equally involves consideration of improving systems for the distribution of bulk and general commodities including manufactured or processed goods, in which the whole transportation industry plays such an important role. This broader problem embraces the consideration of the form in which goods are shipped; the functional components of marine terminals; the organization and productivity of work in the ports; the land transportation methods; the provision of adequate channels; and even the paperwork involved in the ordering, shipping, storing, and clearing of goods through the port. Although economics is the basis for seeking to improve port operations, there are different approaches through which improvement planning may be initiated. An efficient developmental program requires cooperative efforts by those elements of government and industry concerned with the role of the port in the solution of maritime transportation problems. Progress in the physical development of terminals and related facilities is reflected in the chapter on "Port Development." It demonstrates that progress - 159 - is being made in the physical improvement of our harbors and port facilities, and that a common desire exists in the port industry to improve methods of exchanging goods and technical knowledge. While the physical development of our ports is of the utmost importance, there are other subjects of equal importance to the port industry. Those in the process of undergoing extensive study include an analysis of various alterna- tives to conventional river and harbor improvements for the accommodation of supertankers; provision of improved criteria on port construction; an evaluation of the factors affecting the turnaround of ships in ports and methods of im- proving the productiveness of stevedoring work; and an analysis directed toward the provision of a more economical and efficient integrated transportation system. In addition, there are experimentations which encompass nuclear-powered ships, hydrofoils, ground effect machines, and advanced forms of jet propulsion. Some of the above-mentioned programs have progressed sufficiently to indicate a promise of fruitful results and are worthy of further discussion. Alternatives to River and Harbor Improvements The increasing size and draft of supertankers and to some extent dry bulk carriers, emerging on the seas in increasing numbers, present costly and diffi- cult problems of developing and maintaining harbors and approach channels. As vessel trends challenge the potential physical and economical capabilities of harbors for further improvements, close coordination is required between the Federal Government and the maritime industry to keep a balance between the econom- ics of harbor development and of vessel construction in the national interest. Accordingly, a special activity has been established to investigate present and future waterway requirements and possible alternative measures in lieu of special channel improvements. In determining the justification of channel deepening to accommodate super- tankers and large dry bulk carriers, other economic alternatives will be studied in order to determine what steps might be taken in the interest of economy. These measures would include studies of offshore bulk (liquid and dry) loading and unloading systems, pipeline transportation, lightering operations, relocation of existing facilities or the location of future facilities requiring deepwater nearer to the ocean outlet. In order to make an analysis of the various alternative means of accommodating supertankers and - to some extent - large dry bulk carriers, the Federal Govern- ment has formed a special "Deep-Draft Navigation Committee" which will work with a similar committee formed by the maritime industry. The two committees jointly have prepared a questionnaire which has been sent to operators of bulk carriers at three representative port complexes - Delaware River, Galveston-Houston, and San Francisco Bay. The purpose of the questionnaire is to develop information that will permit a technical as well as an economic analysis of the various al- ternatives to further channel improvement. From these activities should come a basis for determining a general policy as to the necessity of deepening harbors of the United States to accommodate superbulk carriers of the future. - 160 - Manual on Port Construction A "Manual on Port Construction" is being prepared by the American Association of Port Authorities and is expected to be completed in 1963. It is considered that this manual will fill a longstanding need of planners and designers in the field of port marine facilities. The work was initiated in l°6l, in an effort to publish one source that would contain considerable basic authoritative material, which is essential for efficient and economical functional and engineering design of modern marine terminal installations. The contents were chosen with a view toward presenting the problems of marine terminal development in their broadest aspects, and then to focus specifically on those items which have the greatest effect on the economics and efficient operation of the terminal. The work is intended to serve both as a primer for an introduction to the problems involved and as a reference for aid in solving these problems, particularly those likely to be encountered in terminals which handle general cargo. Evaluation of Factors Affecting Ship Delays The Federal Government is continuing its long-range transportation systems research activities in order to identify critical areas leading to improvement in system elements for the movement of general cargo. As a result, a number of studies of cargo shiploading and unitized cargo operations has been developed and published by the Maritime Cargo Transportation Conference of the National Academy of Sciences with financial assistance from the Federal Government. One of the major studies undertaken is "The San Francisco Port Study," which includes the factors affecting the turnaround of general cargo ships in the San Francisco Bay Area. This study was made with the generous cooperation of labor and management. It explores not only the productivity of typical port operations but the pro- ductivity of various improvements. The basic objective was to develop a wealth of data and provide facts and analyses to labor, management, and the Federal Government to assist in finding solutions to relevant port problems. The study was also intended as a pilot venture that would be applicable and useful to all ports. Integrated Transportation System Analysis The need for planning toward an integrated transportation system has been accelerated by the increased awareness on the part of the Federal Government, as well as every major steamship, railroad and truck operator in the United States, of the potential advantages to be gained through coordinated interchange between different transportation media. Recognizing the need for an integrated transportation system, the Maritime Administration is engaged in a program directed toward a more efficient system of distribution, where each carrier would perform that part of the handling and transporting of materials for which he is best suited. The scope of the work undertaken by the Maritime Administration encompasses an operations analysis of the waterborne transportation system. It is divided into three segments, namely, selected trade route studies, merchant fleet operation simulation, and trade and environmental studies. - 161 - The current program is directed toward the carrying out of an operations analysis of National and international maritime transportation and immediately related inland transportation systems to determine the most practical means of affecting improvements in the United States maritime transportation systems. The development of the overall methods, by which goals are achieved, will be instrumental in evaluating the environmental factors in which new systems must operate, as well as to reveal potential improvements and to produce areas for desirable economic advances to guide Government and industry. As a result of the study developed thus far, attention has been directed toward such factors as the interrelation between ship design and ports; the port as a cost barrier; the employment of containers to reduce costs and improve service; the load center concept; the economic considerations of American and foreign flag vessels; and a port's captive trade. The study will evaluate these considerations and offer possible solutions. In addition, other related objects of study are also continuing on a broad scale. These relate to matters and methods of doing business in our ports and terminals for expediting the flow of commerce, and include the following: simpli- fication of documentary requirements; port safety; unitized cargoes; streamlining customs procedures; standardization of pallets and cargo containers; new uses of containerization; and establishing uniform rules, charges, and classifications. In the field of technical vessel research, studies on ship mechanization are under way, and the examination of new forms and types of ocean transportation is continuing. An experimental oceangoing hydrofoil ship is being readied for opera- tional testing. While the concept of hydrofoils is not new, the full potential- ities of this type of ship have not heretofore been fully explored. After the ship has been adequately tested, an economic study will be made to select and analyze potential trade routes which may be commercially profitable for operators as well as to identify areas in which hydrofoil operations might make a significant contribution to the maritime transportation system. This experimental hydrofoil may prove to be the forerunner of other hydrofoils which can be economically adopted for specific services. The results of these tests may indicate whether a change is needed in terminal design as well as in the type of port services that may be required. Another type ship which has a possible potential is the levitated craft, also known as a ground effects machine. It will skim several feet over the water, thus eliminating water resistance. It can be operated over the water or on the beach, if desired, and thereby provide great flexibility in cargo movements. Its development may be of great interest to those concerned with congested terminals. The present work on the levitated craft involves the development of preliminary designs and the testing of systems and components preparatory to later engin- eering and fabrication. The most progressive venture into the field of ship propulsion is in the field of atomic power. A carefully documented study on the performance of ex- perimental atomic-powered surface ships, may indicate potentialities for super- tankers and large dry bulk carriers as well as general cargo vessels, thus indicating what port facilities and services may be needed in the future for accommodating and servicing these vessels. Present plans should be to operate the first atomic-powered ships as floating laboratories in order to advance the art of nuclear-ship propulsion and to study their performance capabilities. - 162 - A great deal of technical, economic, and administrative information will be gained from the design and operation of these experimental ships, which will serve as a guide in the development of more advanced nuclear and conventional ships and the type of port facilities required to serve them. The prospect of a numerous fleet of nuclear-powered vessels on the seaways of the world has caused much thought and consultation among the maritime nations. In view of the intensive knowledge required for cargo handling, operating, and servicing nuclear ships, the Federal and State Governments, foreign govern- ments, and the maritime industry are in the process of defining nuclear-ship operations policy and requirements in preparation for the future. Initially, it has generally been concluded that: (l) nuclear merchant ships should be de- signed, constructed, and operated in accordance with certain rules; (2) entry into ports should be subject to the permission of the host governments and local port authorities concerned; (3) plans should be developed to handle any radia- tion hazards which might arise; and (h) radioactive wastes should be discharged from nuclear ships in accordance with strict regulations. For example, the State of New York has recently prepared a study on the subject of defining nuclear ships' safety and port requirements. A resume of the principal subjects covered is as follows: Radioactive Shipment Projections Potential number and characteristics of marine shipments of radioactive materials to east coast ports of the United States, including ports along the St. Lawrence Seaway. Shipbuilding and Servicing Projections An estimate of the number of nuclear- powered ships expected to be in opera- tion by 1975 and estimates of the number of refuelings and servicings by 5-year periods, from i960 to 1975. Nuclear Port Facility Requirements Necessary and desirable characteristics of port facilities and equipment capable of the following: (l) handling the shipping of used nuclear fuel and other radioactive material; and (2) performing the initial fueling, subsequent fueling, and servicing of atomic -propelled merchant and naval vessels. Inland Transportation from Port Areas Identifies and appraises alternate methods of transporting shipments of used nuclear fuel and related materials from ports to inland destinations. Compares various methods of transportation, taking into account capability, practicability, economy, convenience, and safety, with particular regard for the health and safety of the public. (Three port locations are selected as typical for receipt of marine shipments for transshipment to inland destina- tions; namely: New York, Albany, and Buffalo). 163 - Nuclear Safety Considerations Describes and evaluates nuclear safety experience and current policies involved in: (l) the storage, shipment, and transshipment of packaged nuclear materials, including irradiated fuel; and (2) the construction, initial fueling, start-up, in-port navigation, minor servicing and fueling of nuclear ships. Appraisal of Ports of New York State Identifies and appraises from all points of view the capabilities of the ports of New York State to: (1) handle the shipment of radioactive materials, including irradiated fuels; (2) construct and initially fuel nuclear -powered ships; (3) loading and unloading passengers and freight transported by nuclear- powered ships; (U) provide for the minor servicing of nuclear-powered ships; and (5) provides for the major servicing and refueling of nuclear -powered ships. Greater efficiency through basic and technical development programs in the future will improve the entire port industry as it affects the transportation and handling of a growing domestic and foreign trade. Our major ships, ports, and waterways have become major because they have been carefully planned and adequately improved, tested, and molded to productive usage. That same fore- sight will continue to be needed in technical studies and research programs to continue to progress in the face of increasing economic and technological demands. 161* - POLICY AND LEGAL ACTIONS TAKEN BY THE FEDERAL MARITIME COMMISSION AFFECTING THE PORT INDUSTRY The Federal Maritime Commission (formerly Federal Maritime Board) in ful- filling its responsibilities for the administration of its statutory regulatory functions which include the regulation and control of rates, services, prac- tices, and agreements of common carriers by water in foreign and domestic off- shore trades and of terminal operators, freight forwarders, and other persons subject to the regulatory shipping statutes, and including the investigation of discriminatory practices in such activities, has rendered numerous decisions of interest to the port industry. Some of the more important cases with either final or pending decisions, status as of November l°6l, have been selected as representative of the type of regulatory functions administered by the Federal Maritime Commission, and are summarized as follows: Practice of Contracting Vessel Refrigerated Space to One Banana Shipper It was found that respondent, in the operation of vessels between ports on the West Coast of South America and ports on the North Atlantic Coast of the United States and between ports on the West Coast of South America and the Gulf of Mexico ports of the United States, was a common carrier by water and, there- fore, subject to the provisions of the 1916 Shipping Act. Respondent's prac- tice of contracting all of its refrigerated space on its vessels operating between ports in Ecuador and ports on the North Atlantic Coast of the United States to one banana shipper to the exclusion of other qualified banana ship- pers, was found to be unjustly discriminatory in violation of Section lU Fourth, Shipping Act of I°l6, and unduly and unreasonably prejudicial and dis- advantageous in violation of Section 16 First of the Act. Advance booking arrangements, of periods not to exceed 2 years, entered into pursuant to just and reasonable regulations and practices relating to the receiving, handling, staving, transporting, and discharging of bananas, under which respondent's refrigerated space would be equitably prorated among qualified banana shippers, were found not to be unjustly discriminatory in violation of Sections Ik Fourth and 16 First, Shipping Act of 1916. The docket is pending a further hearing. Investigation of Rate Cutting As a consequence of two complaint proceedings in which two common carriers charge each other with rate cutting, the Federal Maritime Commission has issued a show-cause order in one complaint proceeding and has instituted an investi- gation of the practices of the other. One common carrier has asked for a show-cause order, and the Federal Mari- time Commission required that the respondents in the proceeding show cause why a cease and desist order should not be issued, requiring them to cease carry- ing out their alleged joint service pending hearing and final determination of the complaint or in the alternative, pending the filing and approval by the Commission, in accordance with Section 15 of the Shipping Act of 1916, of any agreements between respondents, or any of them, concerning the alleged joint service • The Commission instituted an investigation to determine whether the common carrier is cutting rates differentially below conference levels, charging - 165 - nonremunerative rates , or paying excessive brokerage fees; and whether need exists for issuing rules to prevent such practices and what the substance of such rules should be. Decision is pending opening briefs and reply briefs. Giving Undue and Unreasonable Preference and Advantage to a Competitor An importer accused a terminal operator of giving undue and unreasonable preference and advantage to a competitor in a complaint filed with the Federal Maritime Commission. The importer stated that the terminal operator had given preference and advantage to a competitor in the allocation of space on the pier and in the allocation of berthing space during a specified period. It also charged that the terminal operator charged storage rates greater than those charged other persons, and that the terminal operator had subjected the importer to a disad- vantage in its practices covering payment for charges. The terminal operator has been described by the importer as one furnishing dock and terminal facilities in connection with common carriers by water and, as such, is subject to the provisions of the Shipping Act of 1916. The docket is pending an examiner's decision. Increase in Rates The Federal Maritime Commission held an oral agrument on exceptions to the initial decision of an examiner. The examiner recommended approval of an increase of 12.5 percent in rates from the Pacific, Gulf, and Atlantic Coasts to Hawaii, with some exceptions, for a number of common carriers. The examiner has made a recommendation and the Federal Maritime Commission'! decision is pending. Rate Agreement Because the respondents had filed motions to dismiss the investigation and discontinue the hearing and because the motions were unopposed, the Federal Maritime Commission has discontinued the proceeding. The proceeding involved a four-way agreement between the respondents after a commonwealth asked that the agreement be cancelled or modified. The case has been dismissed by the Federal Maritime Commission. Pooling Agreement Between Common Carriers An investigation into pooling agreement between several common carriers has been instituted by the Federal Maritime Commission. The agreement was filed with the Commission for approval under Section 15 of the Shipping Act. - 166 - Protests against the agreement were filed with the Federal Maritime Com- mission, asking that the agreement be disapproved or modified in significant respects. A formal hearing may be instituted. The Commission is of the opinion that sufficient reason had been shown to warrant withholding approval of the agreement, pending a hearing to receive evidence in order to determine whether the agreement should be approved, dis- approved, or modified. The Federal Maritime Commission's decision is pending replies on motion to dismiss. Fil ing of Tariffs by Terminal Operators During i960, the Federal Maritime Commission gave notice to the public that it proposed to adopt rules requiring persons engaged in the business of furnish- ing wharfage, dock, warehouse, or other terminal facilities in connection with a common carrier by water, to file tariffs and to keep open to the public in- spection schedules of tariffs showing all rates, charges, rules and regulations relating to or connected with the receiving, handling, storing and delivering of property at their terminal facilities. The rules would require existing tariffs to be filed thirty (30) days in advance and any new schedules or tariffs are to be filed before the effective date. Any modifications or cancellations are to be filed thirty (30) days in advance of the effective date except that the Commission, for good cause in its discretion, may allow charges to be made in a shorter period. This matter is pending and has not been finally acted upon by the Federal Maritime Commission. Common Carriers by Water-Status of Express Companies, Truck Lines and Other Non-Vessel Carriers A decision by the Federal Maritime Commission found that status as a "com- mon carrier by water" depends on the nature of what a carrier holds itself out to undertake to the general public rather than upon its ownership or control of vessels. In determining the status of motor carriers offering overseas trans- portation of household goods in containers or through bills of lading, the Com- mission concluded that these carriers were common carriers by water subject to the Shipping Act. The Commission stated that any person who holds himself out to provide water transportation in interstate or foreign commerce, who assumes responsi- bility for safe water transportation, and who arranges in his own name with underlying water carriers for the performance of such transportation, whether or not owning or controlling the means by which such transportation is affected, is a common carrier by water subject to the Shipping Act and, hence, eligible to enter into Section 15 Agreements. Truck Loading and Unloading at Piers Performed Solely by the Terminal Operators A terminal association filed a tariff with the Federal Maritime Commission providing, among other things, that all truck loading and unloading at piers or water terminals operated by parties to the Tariff shall be performed solely by the terminal operators. A complaint filed by certain motor carriers, shippers, - 167 - and motor carrier associations, contended that this constituted a modification of respondent's Section 1$ agreement and that the exclusive truck loading rule and the truck loading charges were arbitrary and unreasonable. Meanwhile, the terminal association amended its Tariff to allow the trucker, shipper or consignee to perform their own loading or unloading upon payment of a usage charge of 3 cents per hundred pounds, following which the complaint was dismissed. Investigation Relaoive to the Control, Fixing or Charging Commissions or Brokerage Fees On its own motion, the Federal Maritime Commission initiated an investiga- tion into certain agreements of an Association which appeared to control com- petition, or to set up working arrangements for fixing or charging commissions or brokerage fees. The Commission alleges that these arrangements may violate Section 15 of the Shipping Act because they were not approved by the Commission and not within the scope of the Association's basic Agreement. According to the Commission, it also appears that the practice of paying commission on shipments to ports outside the area may constitute undue preference and prejudice in vio- lation of Section 16 or be an unfair practice with respect to the receipt and delivery of property under Section 17. The decision of the Federal Maritime Commission is pending. Investigation to Determine Whether Rate Reductions Indicate Unstable Conditions or Might Result in Possible Rate War The Federal Maritime Commission directed that public hearings before an examiner be scheduled to review rate reductions or revisions, rules, conditions, charges, tariffs, regulations or practices filed recently which might pertain to the action. The investigation order indicated that tariffs of the common carriers would be scrutinized. The Commission by its action permitted the reductions in rates to go into effect but its investigation will determine whether or not the new tariffs should be continued. The decision is pending a further hearing. 168 - LIST OF CURRENT REPORTS G.P.O. Date of Sales Port Series, Part 1 : Revision Price United States Seaports - Alaska, Pacific Coast and Hawaii 1961 $1.00 United States Seaports - Atlantic Coast 1963 United States Seaports - Gulf Coast (In preparation) Port Series, Part 2 : No. 1 - The Ports of Portland and Sear sport, Maine, and Portsmouth, N.H * 1952 1.25 No. 3 - The Port of Boston, Mass 1956 2.50 No. k - The Ports of Southern New England (Providence, R.I. 5 Fall River, Mass.j New London, New Haven, Bridgeport, and Stamford, Conn.) 1952 2.00 No. 5 - The Port of New York, N.Y. & N.J. (Part 1) 1953- 2.50 (Part 2) 1953 2.75 (Part 3) 1953* 6.00 The Port of Albany, N.Y 195U .65 The Ports of Philadelphia, Pa.; Camden and Gloucester, N.J 1955 2.25 ■ The Port of Wilmington, Del.; and Ports on the Delaware River below and above Philadelphia, Pa 1955 2.00 ■ The Port of Baltimore, Md 1955* 2.25 ■ The Ports of Hampton Roads, Va 1959* 2 .75 ■ The Port of Wilmington, N.C I960 .55 ■ The Port of Charleston, S.C I960 1.00 ■ The Port of Savannah, Ga (UNDER REVISION) I963 ■ The Port of Jacksonville, Fla 1956 1.50 ■ Ports on the South Atlantic Coast of the United States (Morehead City, N.C; Georgetown, S.C; Brunswick, Ga.; Fernandina, Palm Beach, Port Everglades, and Miami, Fla.) 195U 3.00 • The Port of Tampa, Fla 1956 1.25 ■ The Port of Mobile, Ala I960 .65 • Ports on the Gulf Coast of the United States: Vol. 1 - Port St. Joe, Panama City, and Pensacola, Fla.; Pascagoula and Gulfport, Miss., and Baton Rouge and Lake Charles, La 1957 2.75 Vol. 2 - Port Arthur, Beaumont, Orange, Freeport, Port Isabel and Brownsville, Tex 1957 3.00 No. 20 - The Port of New Orleans, La 1958 3.25 No. 23 - The Port of Galveston and Texas City, Tex 1959 1.00 No. 2h - The Port of Houston, Tex 1959 1.50 No. 25 - The Port of Corpus Christi, Tex 1959 1.00 - 169 - No. 6 No. 7 No. 8 No. 10 No. 11 No. 12 No. No. No. No. 13 111 15 16 No. No. 17 18 No. 19 LIST OF CURRENT REPORTS (Continued) G.P.O. Date of Sales P ort Series, Part 2 (Continued ) : Revision Price No. 27 - The Port of San Diego, Calif 1956 $1.00 No. 28 - The Ports of Los Angeles and Long Beach, Calif 1956 2.00 No. 30 - The Ports of San Francisco and Redwood City, Calif. (IN PRESS) 1962 No. 31 - The Ports of Oakland, Alameda, and Richmond, and Ports on San Pablo Bay, Carquinez Strait, and Mare Island Strait, Calif (UNDER REVISION) 1962 No. 32 - The Ports of Stockton and Sacramento, Calif. (UNDER REVISION) 1962 No. 33 - The Ports of Astoria, Or eg.; and Longview and Vancouver, Wash (UNDER REVISION) 1962 No. 3k - The Port of Portland, Oreg (UNDER REVISION) 1962 No. 35 - The Ports of Tacoma, Grays Harbor, and Olympia, Wash. .. 1952 2.00 No. 3^ - The Port of Seattle, Wash 1952 1.75 No. 37 - The Ports of Everett, Bellijigham, and Port Angeles, Wash. 1952 1.75 No. kl - The Port of Buffalo, N.Y I960 1.00 No. U2 - United States Ports on Lake Erie (Erie, Pa.; and Conneaut, Ashtabula, Fairport, Lorain, Huron, and Sandusky, Ohio) I960 3.00 No. k3 - The Port of Cleveland, Ohio I960 1.00 No. kk - The Port of Toledo, Ohio I960 1.00 No. U5 - The Port of Detroit and Ports on the Saginaw River, Mich 1961 1.50 No. U6 - The Port of Chicago, 111 1961 1.75 No. hi - The Port of Milwaukee, Wis 1961 1.00 No. I4.8 - Ports on Lake Michigan (Indiana Harbor, Ind.; Muskegon and Escanaba, Mich.; Manitowoc and Green Bay, Wis 1961 1.75 No. h9 - The Ports of Duluth-Superior, Minn, and Wis., Two Harbors, Minn., and Ashland, Wis 1961 1.00 Transportation Series ; No. 3 - Transportation Lines on the Great Lakes System 196l .60 No. h - Transportation Lines on the Mississippi River System and the Gulf Intracoastal Waterway 1961 2.25 No. 5 - Transportation Lines on the Atlantic, Gulf, and Pacific Coasts 1961 2.75 NOTE: COPIES OF THE PORT SERIES MAY BE OBTAINED BY ORDERING DIRECTLY FROM THE SUPERINTENDENT OF DOCUMENTS, GOVERNMENT PRINTING OFFICE, WASHINGTON 25, D. C, AT PRICES QUOTED UNDER G.P.O. SALES PRICE, WITH CHECK OR POSTAL MONEY ORDER MADE PAYA3LE TO THE SUPERINTENDENT OF DOCUMENTS. NOTE: Port Series, Part 2, Nos. 2, 9, 21, 22, 26, and 29 are unassigned. * Stock of this edition is exhausted. PENN STATE UNIVERSITY LIBRARIES IIIIIIIIIIIIII1IIIIIIIIIIW ADDDD71EbS3! 3 D