fi^l. ■ r.3' &£ 1^1 UNITED STATES SEAPORTS ALASKA, PACIFIC COAST AND HAWAII PORT SERIES PART 1 JUNE 1961 U.S. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION Digitized by the Internet Archive in 2012 with funding from LYRASIS Members and Sloan Foundation http://archive.org/details/unitedstatesseaOOunit UNITED STATES SEAPORTS ALASKA, PACIFIC COAST AND HAWAII PORT SERIES PART 1 U.S. DEPARTMENT OF COMMERCE Luther H. Hodges, Secretary MARITIME ADMINISTRATION Maritime Administrator, Thomas E. Stakem Acting Deputy Maritime Administrator, Elmer E. Metz Prepared by Office of Planning and Special Studies Howard J. Marsden Port Development Officer June 1961 For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington 25, D.C. >. DEPARTMENT OF COMMERCE MARITIME ADMINISTRATION IN REPLY refer TO: WASHINGTON 25. D. C. L24-2:122 SUBJECT: Part 1, Port Series Report - Alaska, Pacific Coast and Hawaii TO : Maritime Administrator, Maritime Administration, Department of Commerce Section 8 of the Merchant Marine Act of 1920 requires the Maritime Administration in cooperation with the Secretary of 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 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 entitled Alaska, Pacific Coast and Hawai i has been completed. In accordance with the agreement between the two agencies, the information on port administration; Federal functions and services; terminal services, rates and charges; labor contracts, rules, benefits, wage rates and related data; foreign and domestic trade; port development; and policy and legal action taken by the government affecting the port industry was prepared by William C. Adams and Donald D. Allen of the Port Development Staff under the direction of Donald W. Allman. The Corps of Engineers will separately prepare and publish Part 2 of the Port Series Reports as described in the Foreword hereof. On account of the value of the information to commerce and to shipping interests and the public, it is recommended that the subject material, the manuscript of which is transmitted herewith, be approved for publication in order that it may be readily avail- able to interested parties at an early date. Howard J. Marsden Port DeteiOpment Officer Approved : Thos. E. Stakem Maritime Administrator iii FOREWORD This publication is the first of a series of four publications containing data of value to commerce and shipping interests. These publications present data on port administrationj Federal functions and services; terminal services, rates and charges j labor contracts, rules, benefits, wage rates and related data; foreign and domestic trade; port development; and policy and legal action taken by the government affecting the port industry. Each publication contains a complete geographical area as follows: Part 1, Port Series - Alaska, Pacific Coast and Alaska Part 1, Port Series - Atlantic Coast Part 1, Port Series - Gulf Coast Part 1, Port Series - Great Lakes The Department of Commerce, Maritime Administration is charged by law with the responsibilities in connection with the maritime affairs of the United States. These functions include control over rates, practices, agreements, charges, and services in published tariffs of common carriers by water engaged in the domestic offshore trades and in foreign commerce, and persons engaged in furnishing wharfage, dock, warehouse or terminal facilities in connection with common carriers. In the field of port development, the Administration investigates regions tributary to ports taking into consider- ation the economics of transportation by rail, water, and highway and the natural direction of the flow of commerce. Under authority of Section 8 of the Merchant Marine Act of 1920, the information in the present Port Series covers the principal United States Coastal and Great Lakes Ports. The Lake Series, covering the Great Lakes Ports, has been prepared by the Corps of Engineers, and the Part Series (Coastal) were prepared jointly by the Maritime Administration and the Corps of Engineers. Now that the St. Lawrence Seaway is in operation, the Maritime Administration will prepare reports for the Great Lake Ports which will be incorporated into its Part 1 series. Under a revised cooperative agreement between the two agencies - in an effort to provide for more nearly current data - the information on port administration; Federal functions and services; terminal services, rates and charges; labor contracts, rules, benefits, wage rates and related data; foreign and domestic trade; port improvement; and policy and legal action taken by the government affecting the port industry will be prepared and published as Part 1 by the Port Development Staff, Maritime Administration, U, S. Department of Commerce. Information on port and harbor conditions and port and harbor facilities will be prepared and published as Part 2 by the Domestic-Ports Branch, Board of Engineers for Rivers and Harbors, Corps of Engineers, U. S. Army. The Part I reports — a single volume for each coastal region — are de- signed to meet the requirements of the Department of Commerce in connection with the duties assigned by Congress. It also provides necessary and vital data for other governmental departments, to commerce, to shipping interests, and others interested in 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, the location, population, tidal range, weather data, annual precipitation and deepest draft vessel using the port. The discussion on port administration reveals the types of organiza- tions and functions. In this endeavor we are interested 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 variation in the activities of local port admin- istrative bodies is very great indeed. The activities of a local administration vary with the functions performed, the si z e of the port and its legal jurisdiction. While 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 activities relate to the development and improvement of the conditions in port areas, channels and facilities for the conduct of shipping, while 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 briefly reviewed. The discussion of terminal, services, rates and charges covers the definition of services, rates for pilotage, towage, wharfage and miscel- laneous port and terminal charges. The presentation has been accomplished by examining individual tariffs and regional agreements and making comparative tabulations. For example, the Pacific Coast ports operating under agree- ments permitted by Section 15 of the Shipping Act of 1916, have attempted uniformity in regulations and rates on a regional basis. In the Pacific Northwest region a uniform schedule of wharfage charges was adopted in 1958; while in California, the California Association of Port Authorities has imposed identical dockage charges at member ports. These are illustrated in the facts and figures presented. The scope of the waterfront labor coverage likewise includes a dis- cussion 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 devoted to labor has been restricted to the receiving of cargo at the pier or terminal, the movement to or from the pile in the transit shed or pier and thence to loading/unloading aboard ship. Local agreements at individual ports on the Pacific Coast has been included where there are exceptions to the basic contracts. The foreign and domestic trade tables presented are factual state- ments about the 1958 and 1959 trade moving in foreign and domestic commerce in the Pacific area. The figures presented were compiled from available statistics by the Corps of Engineers for public use and serve to illustrate a reasonable measure of port activity and trade comparison in the two-year period. In any port or coastal area, the study of traffic and its economic exploitation is becoming a more and more necessary tool for port and national economy planners. The elucidation of principles by such a study provides a starting point for taking vigorous action to render essential support of the economy of the port and its hinterland. The outgrowth of these projected studies influence a continuing program of port development and improvement to keep pace with the construction of modern facilities to serve the future commerce needs. The port development program as presented in this volume reviews the bond appropriations, and extensive planning programs in the various ports which are especially significant in light of great importance of the ports commerce to the economy of the port district. Unless otherwise stated, the information contained in this publica- tion was current in January 1961. viii CONTENTS Page Letter of Approval • ii Foreword iii Map x GENERAL General Description - Coastal Areas ....... 1 Table I - General Port Data 11 Port Administration 12 Table II - Classification of Port Authorities by Function, Political Status and Organization 13 Table III - Port Administration 15 Federal Services • 18 Table IV - Availability of Federal Services at Individual Ports . 28 Port and Terminal Rates, Services and Charges 37 Definition of Services and Charges 40 Tariff Listing 47 Dockage Rates and Charges 50 Table V - Pilotage Rates 52 Table VI - Towage Charges 55 Table VII - Service Charges 57 Table VIII - Wharfage and Handling 58 Table IX - Free Time and Demurrage Charges 60 Table X - Car Service (Loading and Unloading) 61 Miscellaneous Rates and Charges 62 Table XI - Rates for Water and Electricity 64 Rate Regulations 69 Local Rules and Regulations 94 Longshore Labor 106 Table XII - Major Provision of Longshore Labor Contracts Ill Table XIII - Longshore Labor Available 112 Table XIV - Basic Hourly Rates; Skill Differentials and Penalty Cargo Rates (100 to 450) 134 Table XV - Basic Hourly Rates; Skill Differentials and Penalty Cargo Rates (800 to $1.20) 118 Table XVI - Minimum Longshore Work Guarantees . 122 Table XVII - Longshore Holidays 125 Table XVIII - Standard Ship Gangs 126 Foreign and Domestic Trade 127 Definitions of Waterborne Commerce Terms 127 Waterborne Commerce •.... 129 Table XIX - Totals of Waterborne Commerce for 1959 and 1958 . . . . 134- Table XX - Grain 136 Table XXI - Petroleum 138 Table XXII - Coal HO Table XXIII - Paper and Products 142 Table XXIV - Wood and Products 1MU Table XXV - General Cargo 14-6 Table XXVI - All Other Commodities M8 Port Development 150 Policy and Legal Actions Taken by Federal Maritime Board Affecting the Port Industry 155 MARITIME ADMINISTRATION DEPT. OF COMMERCE CANADA GENERAL DESCRIPTION - COASTAL AREAS Alaska ; - Alaska consists of the great peninsula forming the north- western extremity of the North American Continent, the sharply tapering Alaska Peninsula, and the Aleutian Island chain. It also includes the narrow strip of land that extends southeastward along the coast between Canada and the Pacific Ocean and which together with the adjacent Alexander Archipelago is known as Southeastern Alaska, In addition to mining camps and sawmills, there are canneries, salteries, and fish reduction plants on many of the numerous islets and inlets. The Panhandle or western part of Southeastern Alaska is a densely wooded, mountainous area with many islands, fjords, and protected water passages. The mountains reach a height of 9,000 feet, and in the northern section of Southeastern Alaska large glaciers extend down narrow canyons to the sea. The terrain is so unfavorable for land travel that most transportation is by water or air. The population of Alaska was 223,383 in I960. It is concentrated in the Panhandle, served principally by water from Seattle or to a minor ex- tent from Prince Rupert, and in north central Alaska along the Alaska Railroad from Seward to Fairbanks. Primary roads in Alaska include about 2,000 miles of all-weather roads connecting the principal cities and military bases with one another and with the United States by the Alaska Highway through Canada. The approved secondary road system is composed of some 3*000 miles of local and feeder roads which have a gravel surface except for sections in the vicinity of the population centers at Anchorage and Fairbanks. Approximately one-half of the roads in the secondary system are connected to the primary system: the balance is composed of sections in isolated areas connecting small communities with one another and with rail, water, or air transportation facilities. Except for heavy inbound movements of refined petroleum from California, practically all of Alaska's water borne traffic is with ports of the Pacific Northwest and particularly Seattle, the traditional gateway to Alaska. Trade is predominantly inbound inasmuch as the population is dependent on outside sources for virtually all consumer goods. Most of such shipments move by containers aboard vessels of the Alaska Steamship Company. Pacific Coast - The Pacific Northwest and California ; - The ports of the Pacific Northwest, which embrances the states of Washington and Oregon, can generally be grouped into the following geographical segments: Puget Sound ports, ocean bay ports, and ports on the Columbia River and its tributaries. The trade area which forms the hinterland for waterborne commerce passing through these ports comprises the states of Washington, Oregon, Idaho, and parts of Montana and Utah. For many years the basic industries of this region, those of forestry, fishing, and agriculture, produced large sur- pluses for the foreign and domestic markets. Today, that part of the Pacific Northwest between the Cascade Range and the Pacific Ocean coast nur- tures an intensive and diversified industrial development. East of the Cascades lies the highly productive "Inland Empire" with its millions of fertile acres. The I960 census gives the population of Washington 2,853,2l!i and that of Oregon as 1,768,687 which represents an increase of about 20 percent and 16 percent, respectively, for the previous 10-year period. The Puget Sound lowland and the broad trough southward of the Sound are Washington's most populated areas. The most populous section of Oregon is the Willamette River valley where much of the state's industrial activity is located. The Puget Sound area, in addition to its foreign trade activities, serves as the principal wholesale center for the State of Alaska. Ocean bay ports rely heavily on the movement of forest products, and Columbia River ports are principal channels for the outbound movement of tremendous tonnages of grain, grain products, and lumber. Excellent highway, railroad, and air transportation provides an essential link between the seaports and the hinterland. Highways, constructed to withstand heavy loads of logs, lumber, building materials, petroleum, and other products, radiate from the major ports. Interstate highways connect the ports and extend eastward from Seattle and Portland. The five principal railroad systems serving the Pacific Northwest are the Great Northern, the Northern Pacific, the Chicago, Milwaukee, Saint Paul and Pacific, the Union Pacific, and the Southern Pacific. In general, except for the South- ern Pacific, the transcontinental routes are eastward across the northern and central states. At Portland, the Southern Pacific connects these roads with central and southern California, as indicated below in the description of railroads serving the San Francisco Bay Area. The inland waterway movement in the Pacific Northwest finds enormous amounts of forest products being rafted, especially in the deeply indented and protected Puget Sound area. The Columbia River, one of the greatest North American rivers, constitutes the navigable approach to river ports between its mouth and the head of ocean shipping navigation at Portland, thereby embracing one of the major port districts of the Pacific Coast. Vancouver, Washington, on the Columbia River, and Portland, Oregon are about 106 and 110 miles, respectively, from the Pacific; the latter port being situated on the Willamette River about 9 miles above its junction with the Columbia. Navigation by river craft is conducted for a considerable distance up the Columbia above Vancouver and for a comparatively limited distance up the Willamette above Portland. The ports of California are grouped for the purpose of this report into two main geographical areas, ports of the San Francisco Bay Area and ports of Southern California. The state has had a marked expansion in population to 15»717»20U in I960, an increase of nearly U9 percent over the previous 10 years. This tremendous population growth is indicative of an unusual impending commercial potential. The greater part of the population is in and around the port cities and areas adjacent to them. San Francisco Bay, entered through the Golden Gate, is about 6Ul statute miles south of the Columbia River and U23 miles north of Los Angeles. The bay proper, which extends north and south of the entrance, has a length of about U8 miles, a greatest width of about 13 miles, an area of about U5>0 square miles, and a shoreline distance of nearly 100 miles. On the western side of the bay, port facilities are located at San Francisco and Redwood City; while across the bay on its eastern side there are facilities at Oakland, Alameda, and Richmond, At its northern end, San Francisco Bay joins San Pablo Bay, from the eastern side of which Carquinez Strait con- nects Suisun Bay and the Sacramento and San Joaquin Rivers with the San Francisco Bay system. Mare Island Strait extends northwestward fron Carquinez Strait near the confluence of the latter and San Pablo Bay and is in reality the estuary of the Napa River, a comparatively small stream draining the Napa Valley. Facilities used primarily for handling highly specialized cargoes (bulk oil, ores, and explosives) are located in the communities of Hercules, Rodeo, Oleum, and Selby on San Pablo Bay; Benicia, Martinez, Port Costa, Crockett, and Valona on Carquinez Strait; Mare Island, Vallejo, and South Vaxlejo on Mare Island Strait; and Avon on Suisun Bay. The port of Stockton is located on the San Joaquin River about U5 miles from Suisun Bay. Economically the San Francisco Bay Area is one of the most diversified on the Pacific Coast, and its annual waterborne commerce is the highest on that coast. Cargoes of varied commodities make up a well-balanced trade. Indigenous agricultural products and the related processed foods industry, together with a wide variety of light and heavy industries including oil refining, mineral and chemical production, contribute to the high volume of commerce involving the Bay Area. In addition to the environs and the rich agricultural hinterland of California, bay ports serve the interior of the United States. A foreign trade zone, free port, is located in San Francisco. Movement of freight to, from, or within the San Francisco Bay Area is facilitated by good rail, highway, water, and air transportation. The Bay Area is served by four Class I railroads $ the Southern Pacific, the Atchison, Topeka and Santa Fe, the Western Pacific, and the Northern Pacific. These provide connections with the principal West Coast ports and afford transcontinental service connecting with all parts of the United States and with Canada and Mexico, The Southern Pacific extends northward through central California and Oregon to Portland, where it connects with other lines serving the Pacific Northwest. Between Eugene and Portland a number of branch lines serve the area and the important coast cities. The Northwestern Pacific, a subsidiary of the Southern Pacific, extends northward along the coast from the Bay Area to Eureka. Main lines of the Southern Pacific and the Western Pacific extend eastward from the Bay Area through Ogden and Salt Lake City to make transcontinental connections. Both the Southern Pacific and the Atchison, Topeka and Santa Fe main lines run southward from the San Francisco Bay Area to connect with Los Angeles and then continue eastward in their transcontinental service through the South. Between the San Francisco Bay Area and Los Angeles the Southern Pacific has two nearly parallel routes, one along the coast and the other through central California, with numerous branch lines serving the central valley and the southern part of the state. The Atchison, Topeka and Santa Fe has a coastal route between Los Angeles and San Diego. The railroads have either direct access to waterfront facilities in the San Francisco Bay Area or are connected to them by belt lines, switching lines, or car ferries. Railroad service and equipment are sufficient to handle any foreseeable contingencies. Ship cargoes can be handled di- rectly to or from railroad cars at the majority of piers and wharves. Numerous carriers operate trucks for local transportation in the Bay Area, a service facilitated by good roads and bridges. A large number of truck lines operate scheduled service between ports in the San Francisco Bay Area and points in California and the western states. Barge lines furnish intraport freight service. There is both continental and overseas air freight service. Southern California's principal ports include the Los Angeles-Long Beach complex and San Diego. The port of Los Angeles is situated on the western part of San Pedro Bay about 23 miles south of the business center of the city. The port of Long Beach occupies the eastern part of San Pedro Bay about 23 miles south of the business center of the city. The port of long Beach occupies the eastern part of San Pedro Bay. Inside San Pedro Bay the distance between the entrances of Los Angeles and Long Beach harbors is about h miles, and the bay is about 1^ miles wide. It is about 3 3 A miles from the ocean breakwater entrances to the approximate center of cargo handling facilities in both ports. The port of San Diego is situated on San Diego Bay about 96 miles southeast of Los Angeles and 10 miles north of the border between the United States and Mexico, The bay is about 15 miles long and from l/k to 2\ miles wide. The commercial center and facilities for San Diego are on the east and northeast shores of the bay about 6 miles from the entrance. Southern California's leading industries include aircraft manufacturing oil production and refining, motion picture production, and food processing based on citrus and other agricultural produce. The products of many other diverse light and heavy industries together with chemicals and agri- cultural products, such as cotton, contribute to the tremendous commercial activity of the area. The ports of Los Angeles and Long Beach are served by three transconti- nental railroads j the Atchison, Topeka and Santa Fe, the Southern Pacific, and the Union Pacific. These provide railroad connections with West Coast ports to the north and south as well as with the rest of the United States, Canada, and Mexico as indicated previously in the description of railroads serving the San Francisco Bay Area. Waterfront facilities are served by interchange through several switching and belt lines. The port of San Diego is served by the Atchison, Topeka and Santa Fe and by the San Diego and Arizona Eastern, a subsidiary of the Southern Pacific. Both carriers serve the commercial waterfront on the eastern side of the harbor, and the latter road serves the western side. Movement of cargo to and from ships is handled in much the same manner as described for the San Francisco Bay Area. A network of good highways and streets facilitates the increasing motor freight traffic serving ports of southern California. There is excel- lent scheduled air freight and passenger service. Hawaii ; - The State of Hawaii consists of a chain of islands separated from the mainland United States by more than 2,000 miles of the Pacific Ocean. There are five principal islands and three smaller ones. Hawaii is the largest island, with an area of U,030 square miles, and Maui, 25 miles northwest of Hawaii, is second in size with an area of 728 square miles. Oahu, the most important island, is third in size and has an area of 60I4. square miles: it lies about 25 miles northwest of Kolokai, which is the smallest of the five principal islands and has an area of 260 square miles. Kauai, 95 miles northwest of Oahu, is fourth in size with an area of 555 square miles. All of the islands are mountainous and of volcanic origin. The highest mountain, snow-capped Mauna Kea, attains a height of 13,781; feet. Hawaii's natural resources include a strategic location at a crossroads of the Pacific, fertile agricultural land, and a mild temperate climate. The economy is based primarily on the industrialized agricultural crops of sugar and pineapple, an expanding tourist industry, and in providing services to large military installations. Oahu is the center of the Hawaiian economy and claims 81* percent of the retail trade, 93 percent of the wholesale trade, 91 percent of the tourist trade, and nearly 100 per- cent of business generated by shipping and the military establishments. The port of Honolulu handles about 67 percent of the total commerce of Hawaii, 81 percent of all inbound commerce of the State, and serves as the logistical supply center for the entire island group. The I960 census listed the population of the State of Hawaii as 620,385. Of this figure, 76 percent lives on Oahu and 53 percent in the city of Honolulu. In production, dollar value, and employment, sugar has been Hawaii's greatest export industry for over 80 years with an annual production of 10 slightly over 1,000,000 tons or about one eighth of the annual U. S. con- sumption. The pineapple industry is Hawaii's second most important export industry; annual production of 30,000,000 cases of pineapple products a year, being approximately 70 percent of the world's supply. Other out- bound shipments include molasses and metal scrap. Inbound overseas cargoes consist principally of petroleum products, general merchandise, lumber, fertilizer, dry bulk and aqua ammonia, automobiles, trucks, machinery, tin plate and semi-finished steel. Good roads connect the various parts of individual islands with the ports serving them. Local industrial railroads connect some of the ports with plantations or commercial areas served. There is scheduled air freight and passenger service between the mainland and Hawaii. GENERAL PORT DATA The following table is designed to show in tabular form certain charac- teristics of selected ports whereby easy reference is available on the following topics: location, population, tides, weather data, and size of largest vessel using each port in 1959. These data reflect general infor- mation, particularly with reference to channel depths and tides use should be made of official charts and tide tables. LOCATION POPULATION 1/ .•/EATHER DATA 3/ DEEPEST D USING POH AFT VESSEL TIDAL RANGE 2/ ;:l PERATVRES (Degrees-Fahrenheit) ANNUAL PRECIPI- TATION (feet) U/ NAME OF PORT Passenger and/or Dry Cargo Tanker Lat.-"N" Long.-"W" Fit?) Diurnal (ft.) -age ' c'.r r Ian. ruly * i;rh low ALASKA Anchorage 61 13 11*9 51* 1*3,753 26.7 29.6 10 56 77 -17 16.2 22 30 Kodiak 57 U7 152 2,585 8.5 32 53 80 3 51. U 22 25 60 06 1,81*5 8 3 10.6 23 SU 1 56.2 27 35 Juneau 58 18 131* 25 6,31*1* 21 S6 80 -U 102.9 19 30 Sitka 57 03 135 20 3,226 7 7 9.9 33 55 7U iU 105.5 18 30 Wrangell 56 28 132 23 1,311 13 7 16.1 21* 57 78 3 92.9 18 Ketchikan 55 20 131 38 6,317 13 15.1* 31* 59 i? 13 178.6 2U 31 PACIFIC COAST WASHINGTON Bellingham U3 U5 122 30 31*, 388 5.2 39 8 38.8 29 Less 16 U8 31 122 37 8,316 1* 8 8.2 1*2 63 8U 10 29.U 31 3U Everett U3 oo 122 13 39,898 7 1* 11.1 1*0 6U 86 11 U0.1 32 Less 18 Seattle U7 36 122 20 551,539 7 11.3 1*3 68 97 18 37.9 33~ 36 Tacoma U7 17 122 25 11*7,023 8 1 11.8 1*2 65 89 IU 1*1.9 31 36 Olympia U7 03 122 51* 18,057 10 11*. 1* UO 65 97 7 52.9 33 U8 07 122 1*5 5,006 5 1 U2 6U 88 IS a. 5 31 Port Angeles U8 07 123 26 12,159 1* 7.2 UO 62 85 IU 27.5 30 31 Grays Harbor 30 30 U6 59 123 1*9 18,317 7 8 9.9 UU 62 96 18 38.9 Hoquiam U6 58 123 51* 10,589 61 93 17 79.2 Willapa Harbor (Raymond) U6 Ul 123 1*1* 3,302 7 U2 63 92 IU 96.3 30 Kalama U6 01 122 51 1,083 * 3.2 6U.U 32 Longview U6 08 122 56 22,986 * 3 3 * 1*.0 U2 66 93 IU 1*7.8 33 32 Vancouver US 38 122 1*1 32,080 * 1 3 * 1.8 Ul 69 98 IU 39.9 33 33 OREGON Portland U5 31 122 371,01*2 * 2.1* U3 70 18 U1.6 33 33 St. Helens US 52 122 1*8 1*,96U * 2.5 32 U6 12 123 SO 10,026 6 U3 62 90 18 85.0 32 32 Yaquina Harbor (Newport) UU 38 121* 03 5,273 2 8.2 2U Coos Bay (North Bend) U3 2k 121* 13 7,1*19 5 6 7.3 U8 59 80 29 53.3 30 29 CALIFORNIA Humboldt Bay (Eureka) UO 1(8 121* 11 27,813 1*.8 6.7 50 56 73 33 29.1 29 2U 37 U9 25 716,276 I* 1 5.8 Sk 92 U3 12.5 3U 35 37 U7 122 53,606 7 6.1, (s e e a k 1 a n d) 37 li9 122 20 361,057 1* 6.2 Si 65 3U 13.0 3U 32 37 55 122 22 71,375 1 5.8 S3 63 92 3U 15.5 32 US 5/ San Pablo Bay (Pinole Point) 38 01 122 22 6,01*6 1* 33 U2 5V brocket Stra±t= 38 03 122 13 : h h 5.9 51 71 103 31 12.6 33 U2F/ 5 5 7.1 SO 67 10U 27 18.6 Suisun Bay 33 36 5/ Port Chicago 38 03 122 01 5.1* Pittsburg 38 02 121 53 15,019 3 3 l*.l* Redwood City 37 32 122 12 1*5,861 7.9 52 70 ioU 32 lk'.l 32 29 Stockton 37 57 121 18 85,1*52 3 1 l*.o U9 79 107 29 13.3 33 30 Port Hueneme 3U 09 119 12 10,320 Los Angeles 33 U5 118 15 2,U50,068 3 5.1* 78 103 U3 6.2 3U U3 Long 3each 33 U6 118 n 329,1*1*3 3 7 5.3 59 75 105 7.0 3U 39 San Diego 32 U3 117 11 51*)*, 1*96 1* 2 5.8 UU 7U 102 U3 5.9 32 3U HAWAII Port Allen 21 5U 159 35 . 1.1 1.7 3U 27 Nawiliwili 21 57 159 21 1 2 1.8 31 31 Honolulu 21 18 157 52 290,030 1 1.9 73 79 87 61 17.8 33 38 Kahului 20 5U 156 28 1*,192 1 1* 2.2 72 79 92 55 21.3 32 35 Hilo 19 UU 15S 155 01* SO 25,631* 1 1 ■'* 2.1* 2.1 72 75 90 58 129.8 32 25 35 25 * The data for 1/ Source: Cen 2/ Range : The :ated apply only during low r on-1960-Preliminary Reports, r. nigh ,j The diurnal r U/ Source: i 5/ Tankers c the difference in height between mean higher - 1961 - Coast arid Geodetic Survey, Deoartmen 's - 1959 - ''leather Bureau, Deoartment of Comm 31 the United States - 1959 - Corps of Enginee e lightered from anchorages in San Francisco B san lower low i PORT ADMINISTRATION In the management and administration of United States ports there is a wide variation in the powers and duties exerted by local authorities whose activities may vary with the functions performed, the size of the port, its legal jurisdiction and the size of the staff which it employs. In some ports, practically all terminal facilities are owned and operated by railroads or other private interests and the local 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 natters, 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 enterprises having only an indirect connection with what is ordinarily considered port operation. Enterprises which some of these bodies are authorized to undertake include the construction and operation of vehicular tunnels and toll bridges, airports, central freight terminals, motor truck terminals and bus terminals. The classification of ports according to function, political status, and organization is presented on the following table: s i f" 8 & o § oS sl'S-g'S p?i" s i||ii&i I ' I * § d 1 1 ■§ 55 e g B § | »- r "" Ms Is g E 1 fff 6511*11111 1 1 A ^1° gOX-H 111! ; I^!l U*tt ^s st; ° 5 I° v.- 1 ^ 1***1 -§1 a-sl g 1 5 1 PI -alls "Tl. 5.5^3 «fe-a "5-g §.38* s s g^ " i eta g I J« « "« « W 8 " ! fe» SS 5lg|f tj 2 a £ £ $ §Jj E .p ih -a « *> o >, 3 a i M o, a s s is g «2 a <«£2S S"S£ | ■ | || I i i* 2 2*3 S S II 1 i u> 5 o o 1 |SS|3l|l §||f a°f|| h S5n 3 i & e> o g'S^° i I-« all |l §dn i\ 3 1| 1 5 5 J ,. ° 3 * S 5 8 . ^fe | ^S3»*ff ill «(;, If „ •! _ 5 * £ c S v % * -3 • -° .3 a s -a jj"5i e « srs a .ssagi.sis.s » s *l»ffaii,efti 5 O* ' *i 5 2 D.H « B>« (. O 3 ico^ss 0*1^.^11 a I^s1s^s.-sl^a1 5 a|fe g^5- S Ef° £ SSS M ^^l3 - -i S-d b 3 o 1 § p J 3 » K$ !i|H|ip||| D l^5'2 o -§ai s t? n 3fei' 5°--g2^|3Sj= l, w , 5feS43o Haass' TsSIIIHs ||f|«|5||s-|» { I- 3 ■a a §** ° g3l5 1 I s ti st is.: 2"JSI «.8tig8 £, p £ ^ t!" 5 a S !' §3 I „!IIII|S till ill Milii MM -IHil. 8 11 111 ill f!ftl a a h sag if: i t i £ 3 i £ i °3 Six i »• J! 2 ° £ fi ! I I >s a: J J ■a * i » -s s°J ,1nV s * i II i is! 1! D '| |°8 g°g |° 1 3 |i If 1 1 li || I a « s I i -o H° § 3 .5 S § o hI g ^ * ° § i l! ! i I ! S i lb !3 !3 I 5 s! || 3 I a! I I I ^° « iK °i °i 1 1 i s* § l n^ ; j * ; ; gf ii o S ^ & & & | S £5 3 S 3 .3= " " ° " " .&« . & - SrT u „ K ,. u 1^33 5 ? ^ 5 s ; S^ |vo ° g j:o£ ^°_ *£ I •£ ■£ •£ ,°i S 3 2 # 5 is Ji 3 & '.; s is FEDERAL SERVICES The Federal services in Alaskan, Pacific Coast and Hawaiian ports are administered by the various agencies of the United States 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 government or furnished through or in cooperation with the activities of state or local governing bodies. The principal offices of the Federal agencies in the Pacific area are generally located in Juneau, Ketchikan, Seattle, Portland, San Francisco and Honolulu. Organization and policy determinations, however, originate at the departmental level of the respective agencies. Thus, the customs service is provided by the Department of Treasury; quarantine by the De- partment of Health, Education, and Welfare; immigration and naturalization 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; distribution of hydrographic, oceanographic, and aeronautic information by the Department of the Navy; checking ship barometers, interpreting and disseminating weather data by the Weather Bureau, surveying and charting coasts by the Coast and Geodetic Survey, handling maritime affairs by the Maritime Administration, and fostering, promoting and developing foreign and domestic commerce by the Bureau of Foreign Commerce all under the Department of Commerce; and maintenance of buoyage systems and licensing of harbor pilots by the United States Coast Guard (a part of the Treasury Department). 19 The location and size of the field staffs of the individual agencies vary according to the volume of traffic, size of port 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. With the exception of Stockton, Federal services are available, on call, to ports above San Francisco Bay through agency headquarters at San Francisco. In cooperation with the Departments of State, Agriculture and Justice, the Bureau of Customs represents agencies at Puget Sound ports some distance from their main offices. However, when the volume of traffic demands or when unusual problems are encountered, the individual agencies furnish the required personnel. The United States Coast Guard also enforces laws at outports relating to oil pollution, immigration, quarantine and miscellaneous statutes for other Federal agencies and assists them in the performance of their assigned duties. While 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 California ports for example, the state and county 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 cooperate with the pier occupant, who is responsible for dredging his own slips. The Passport Division of 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 United States Coast Guard. As a result of the Federal government-provided services, a certain uniformity of operation in all United States ports has been established. Every ship captain is required to clear his ship at local customs office before every 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 waterborne commerce, passengers, and vessels at Alaskan, Pacific Coast and Hawaiian ports are summarized below. Bureau of Customs, Department of the Treasury . - The Bureau of Customs administers powers and duties vested in the Secretary of the Treasury pertaining to the importation and entry of merchandise into and the exportation of merchandise from the United States, and to the regulation of certain maritime activities. The Bureau handles the registry, enrollment, and licensing of vesselsj admeasurement 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; recording 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 provisions 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 countries. The Bureau also cooperates with the Department of Agriculture in connection with restrictions on the importation of certain foods. United States 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 the operation of marine craft. It enforces laws relating to oil pollution, immigration, quarantine and miscellaneous statutes for other Federal departments and assists them in the performance of their assigned duties. The U. S. Coast Guard through the Captain of the Port enforces rules and regulations governing the anchorage and movements of vessels and exercises supervision over the loading and unloading of explosives and other dangerous cargoes by vessels in the harbor and adjacent waters. It 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 equipment and ap- pliances 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, numbers undocumented vessels; licenses and certificates officers, pilots and seamen; suspends and re- vokes licenses and certificates of merchant seamen; superintends shipment, discharge, protection and welfare of merchant seamen; and licences motor operators. The U. S. Coast Guard maintains 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, Department 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; and administers the laws for the protection and preservation of the navigable waters of the United States. Hydrographic Office, Department of the Navy . - The mission of the Hydrographic Office is to collect, evaluate, compile, produce, and distribute accurate and timely hydrographic, oceanographic, and aero- nautical information. These include nautical and aeronautical charts, sailing directions, naval air pilots, and related charts and publications calculated to afford the maximum possible navigational safety and facility to vessels of the Navy and Merchant Marine, and to naval aircraft operating over areas of strategic interest to the Navy. Bureau of Entomology and Plant Quarantine, Department of Agriculture * - The duties of this agency include the enforcement of quaran- tines 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; also, the inspection and certification as to freedom from injurious 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. 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 Bureau regulations is usually made upon arrival of vessel at dock. Immigration and Naturalization Service, Department of Justice . - This Service administers the immigration and naturalization laws relating to the admission, exclusion, and deportation of aliens, and the naturalization of aliens lawfully resident in the United States. Vessels are responsible for all aliens until they are granted entry and in case this is refused, the vessel is responsible 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 immigrants and inspects passengers and crews of vessels and airplanes arriving from foreign ports and domestic points when necessary to prevent the spread of communicable disease. It also provides hospital and out-patient care to merchant seamen and other Federal benefi- ciaries. 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 designated detention station. Passport Division, Department of State . - Passport Division of- fices discharge the Department's responsibilities in relation to the control of American citizens and nationals leaving and entering territory under United States jurisdiction. 25 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 Division. Applicants must furnish a previous 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 wealthier 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 provided 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 trans-Pacific flights. The marine meteorological service collects weather observations from vessels 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 Geodetic Survey, Department 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 26 coastal and intracoastal waters; the study of tides and currents; compila- tion of aeronautical 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 include nautical and aeronautical charts; annual tables of predicted tides and currents; charts showing magnetic declination; and Coast Pilots which supplement the nautical charts with information relative to anchorages, port facilities, and sailing directions. Maritime Administration, Department of Commerce . - The Maritime Administration is under the direction of the Maritime Administrator. He also serves as chairman of the three-member Federal Maritime Board with regulatory and other responsibilities in connection with the maritime affairs of the United States. The Maritime Administration determines what ocean services are necessary for the development and maintenance of the foreign commerce of the United States and what vessel types are required to provide such service; as a service to the Federal Maritime Board, it investigates and reports on foreign and United States vessel construction and operating costs, foreign merchant marine subsidy practices, and national defense features required for installation on merchant vessels. It also administers Federal Maritime Board subsidy and other contracts and constructs, remodels, reconditions, sells, and charters vessels. Maintenance of the national defense reserve fleet and stand-by shipyards, operation of certain Government -owned warehouses and marine 27 terminals, and operation of the national merchant marine training program are also among the Administration's responsibilities. In the field of port development, the Administration investigates 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; analyzes congestion of ports and the applicable remedies; devises types of marine terminals and their equipment; advises with co communities regarding proper location and plan of wharves, piers, and marine terminals, and examines the practicability and advantages of harbor and port improvements. Bureau of Foreign Commerce, Department of Commerce . - The Bureau of Foreign Commerce fosters and promotes the foreign trade of the United States. To this end it provides foreign trade information both to the Government 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 engated in international trade, brings specific trade opportunities to the attention of United States exporters and importers, and helps in resolving trade disagreements between United States and foreign businessmen. : 1 1 * g ™ 1 1 1 1 5 1 1 ! ■s H 8 2 3 1 « | o * O a? ■? 3 » " " " ?.s g •§ •§ •§ ■§ g a a d-§ a-§ g o° § J] * H 1 1 1 I ll I 1 | | | Q 1 .a |?3 ll 1 I I 1 P, 1 & £3^ II i i t i h I 1 » CO I § 1 1 3 l 1 l 1 s | 5 "S 'S "g ■g p. s § I 1 1 3 § 1 M 1 1 | o « « ■0 " 1 ■o 1 l ■o -o 5 •o-o cj-c 5 o i i i . 3, t °. 1 I § 1 1 M " 3! * § 1 s t CO •0 s ? 1 ! A a f i 1 1 5 M 1 1 1 * * a 8 .3 8 1 x £ . 1 | i 9 1 1 I s « i 1 I ":§ f " 1 2 5 d, s 1 o o o 111 o 1 o 1 3 o o o o 5 £ o 3 1 ° § 1 1 1 I 1 1 t is 1 § § 1 H 3 * Is I % *E £ * 1 3 S 1 II 1 3 s § 3 a » ■3? S 1 1 o - ^.1 t 1 s 1 § o § oo 8 55 !l 1 > s s S" I § .9 .! £l § w °.1 5 3 . « 8 M 5 1 1 ;n| Ir 1 ■a ■SS g H 00 ►JCM (H a ° Ofc A.« o a vo CO ft, H .p 3 ^ | | 1 if £ I a 1 1 BJ ? o 1 1 I " a £ i u 1 oo |o * | £ | £ 1 1 1 1 £4 ® ■3 i ■a -a -o M 1 i 2 i I ? a i s 1 I S 1 J 1 fl « la O % t "8 1 4 § 5 » ■§ •a || | || ■S h « S£ « £4 01 . £ 1 ° a , ■a g 1 •g 1 " Ills § *i. 1 | £> | SB O 1 1 | 1 1 *n 1 s I gs IgJ ° ASHINGIO Longvie 5 !i i •3 ! 3 III |55 ||| 1 1°^ I S ° \ E 1 1 I Publications available at San Francisco 1600 San Pedro Road, Wilmington Publications available at Wilmington Publications available at Honolulu Kamehameha Highway, Annex Bldg. 31 Honolulu Publications available at Honolulu 1 g 1 1 1 Under jurisdiction of Sacramento Under jurisdiction of Los Angeles 751 So. Figueroa, Los Angeles Under jurisdiction of Los Angeles Under jurisdiction of Honolulu Bldg. 96, Fort Armstrong, Honolulu 13 Under jurisdiction of Honolulu Do do \ 1 UOl N. Center P. 0. Box 1)7, Port Hueneme Served by Long Beach 298 So. Pico, Long Beach Lindbergh Field, P. 0. Box I389 San Diego 12 Sand Island, P. 0. Box U99 Honolulu, Oahu U.S. Coast Guard Bldg., Kahului Coast Guard Group P. 0. 1U7, Hilo None 1 1 Port of Stockton with services from San Francisco Served by San Francisco 35U So. Spring St., Los Angeles; and Custom House, 825 So. Beacon, San Pedro Served by Los Angeles 32? West "F" Street Standard Oil Co. of Calif. Bldg. Port Allen, Eleale, Hawaii Federal Bldg., King and Richard Sts., U.S. Coast Guard Bldg., Kahului U.S. Customs Warehouse, Hilo Served by Honolulu J CALIFORNIA (con'd.) Stockton Port Hueneme Los Angeles San Diego HAWAII Port Allen Honolulu Kahului Hilo M g 1 ■H o S^ gg ii- I s IJ 1 | H§ i 1 1 23 | 1 S " c5^ II ■S k 3 £ * £ ° Si 5 z « 1 1 I s g CO CO 3 , ^ ° I 1 1 1 | | I a. 1 1 1 H o 1 1 I 3 1 I & g-6 £ tS s g ■a i 1 " SI III S-OfS 1 1 1 1 I .3 £ 4 III 3-g.g III Willapa South Kalama Vancouv | 3 1 5 £ £ 1 1 1 3 •n I 1 s ~~ fl ! I i e s | ,;J !-3 5 £ •§ § i t 1° s & §■, a £ £ 1 1 a I | J I 1 -a ° 1 | * o o H I I 1 o | 1 1 s a 1 fi s 1 s M h £ £ ^1 £ JB- ° * 1 "g 1 Ift ■§ 1 g | | SS £ | - o H •H H i I l o H 1 8 I 3 § ft § s p 1 ^ ; " 1 J 1 H ^ 1 ^ * & « 1 m ' fc E "8 1 ■* s£ £ * « * A „ 1 1 i 1 i i II if II £ IS * IS a & ^ h £ p J ft F i I S l s& SS s s Is 3 £.& t §J? O § ° £ %i ■d §J o o S^o o o o o •§ S> % a> £ Jl E.S I - ^ ts £J5 £l 1 3 ft™ i £.■" II | a™ S.™ 5 | *i ^ § a | 11 1 ^ Is .3 « is i £ i: S"^ !< 1 SI si || Jg 3Jj II II II II 1 ■a & s i a m -s -a |.S & 1 h 1 1 jfH 5 c If 5 333 i s •S 3 .3 3 1 s s 1 £ g B §s a 3«2 1 s P £ I s |S 5 6 i i I | fciS f * 5SS 1 8 5 jj 8 | 6 *u oZ l > > > s > > ^. ^ ^ 1 *il ^ti ^i ^i 1 1 " D o a u 2 4, ^ «s 3 | f 1 1 | i & J 1 8 1 •5 i ° s -as i I s £§ .s ^ « r 5 |8!J Is 1 I 1 ■H &i £l « 3 gjj 11 1 |s * | s * at ii * i 1 £$ g 8 g g 3 | 1 £ 2 s 1 B i & & "S 1 i g 1° 1 i :t 1 s < a 1 ^ 1 „ s *l i P If 1 1 1 s $ i* ^1 ^ £ t ^ 1 s r || 1 &>. 5 m 3 3 °'t 1 1 3 S" » g| IS « 13 k " § o " < ol § SI IS I 13 M si p!£ 3 »J 3 1 1 1 « s .1 1 si H 1 g 11 >- > S > > ^ ^1 ■^ § ^ ^ H 751 •^ +5 c §§ a g is ■g 8, «l 3 1 t fe 'o s5 Jo £ 1 5 ■ a'p: s " a* & «| | i 1 1 »1 n 2 1 > > > a > > > ^1 ^JI | >i I 5s\ •5 E Ph 1 5 S S3 M Q 1 1 1™. I 1 S 1 s § Ph 1 g 1 •a ■s 3 £g -a 1 S H i 1 I I 1 1 § ll 1 t fi 3 5 A 4 s # ss ^ s Ill 1 ^ 2/ Served by Customs Bureau Served by Customs Bureau do Served by Customs Bureau, at Portland t. Served by San Francisco 375 O'Farrell St. San Francisco Served by San Francisco Served by San Francisco 1 s II 11 Dr. J. A. Baker, 700 Becker Dr. J. C. Proffitt 912 W. Water St., South Bend Services available from Services available from Portland U. S. Courthouse, Portland Services available from Portland Dr. R. M. McKeown, 510 Hall Bldg. Dr. B. 2. Kitchen, 60h Karris S Dr. S. R. Rutz, 716 Karris St. Services available from Eureka Foot of Hyde Street, San Francisco Services available from San Francisco 1 1 ° *l 1 1 g 1 I T t j J si n 1 1 2/ 2/ 2/ 2/ Dr. A. G. Eeagle, Agricultural Bldg., Salem Served by Portland 3/ Dr. J.W. Connelly, 630 Sansome St. 1 | 1 1 I 1 || | jo 3 E R ^§ 1 WASHINGTON (con'd.) Grays Harbor Hoquiam Willapa Harbor Raymond South Bend St. Helens Yakima Harbor Coos Bay CALIFORNIA Humboldt Bay Eureka Crescent City San Francisco Oakland II 18 11 i r ■a S 8 S « h >S*i ^ X^, >i ;" -3 'o S > >.>! >J*| ^ ^ e § -a a » a I S fsl BIS J l 37 PORT AND TERMINAL RATES, SERVICES AND CHARGES With the issuance of this volume of the Port Series, an attempt has been made to show in tabular form the principal charges applying against the cargo in addition to charges against the vessel at selected Alaskan, Pacific Coast and Hawaiian ports. Data extracted from applicable tariffs has been restricted to the classification "Miscellaneous Cargo, N.O.S." in order to show variations, if any, in the application of rates and charges between areas. The figures expressed in the tables which follow are representative only and do not necessarily apply to specific situations. Irrespective of minor cost variations depicted in the tables the fact remains that it is generally considered in the port industry that the public ports and terminal operators on the Pacific Coast have achieved a harmony and uniformity in their rates and practices unmatched among wharfinger operators elsewhere in the United States. Such uniformity is mainly due to the creation of associations of terminal operators whereby agreements have been reached under permission granted by Section 15 of the Shipping Act of 1916. In March of 1939, terminal operators both public and private, of Oregon and Washington formed the Northwest Marine Terminal Association, which was followed in June of 1940 by the formation of the California Association of Port Authorities comprising both public and private terminal operators in the State of California. Each of these groups filed agreements which were sub- sequently approved by the U. S. Maritime Commission, predecessor agency to the Federal Maritime Board - Maritime Administration. The objectives of these mutual agreements are reflected in the development and promotion of fair and honorable business practices, to more adequately serve the interests of the 38 shipping public and to establish and maintain, just and reasonable and, as far as practicable, uniform terminal rules, charges, classifications, regula- tions and practices. The individual port, however, reserved unto itself the right of special treatment of cargoes originating within its immediate vicinity. It should be noted that a major difference in operational methods existed for many years between the ports of Washington and Oregon, on the one hand, and the ports of California on the other. In Northwest Pacific ports, the terminal operators traditionally held unto themselves the handling function which is the movement of cargo between place of rest on the pier and ship's tackle or vice versa. The stevedore's responsibility in such cases extended solely from ship's tackle into and out of the hold. In California, however, the stevedore contracts for the entire movement between place of rest on the pier and ship's hold. Effective July 1, 1957, two of the Northwest ports, Seattle and Portland, withdrew as handling operators and discontinued publish- ing handling rates in their respective tariffs, therefore, rates for these two ports shown on the Handling Table are those prescribed by private handlers and published in the Northwest Cargo Handling Tariff No. 1 and not by the public port authorities. Mention should also be made of the practice on the Pacific Coast whereby certain terminal costs are absorbed by carriers. At Pacific Coast ports, on transcontinental traffic to and from the Orient, railroads and steamship lines split the terminal costs between them. No such agreement exists on traffic to and from the Hawaiian Islands, however, railroads do absorb certain limited amounts which are prescribed by their tariffs. Pacific Coast railroads do not as a rule absorb loading or unloading cost on freight interchanged with coastwise or intercoastal steamship lines, 39 nor on export or import traffic, except transcontinental traffic with the Orient mentioned above. Uo DEFINITION OF SERVICES AND CHARGES ASSESSED AGAINST VESSELS AND/OR CARGO The services performed and facilities furnished by terminals in Northwest Pacific for ship and cargo are in general similar to those per- formed by California terminals. Definitions contained in published tariffs for the West Coast are substantially identical. Some contain notes and exceptions of no particular consequence. In recent years progressive studies have been made to establish uniform and clear definitions of various terminal services. 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. Uniformity of definitions results in a healthier condition of the indus- try and fewer competitive situations resulting from noncompensatory charges for certain services. While it may be difficult for all ports to secure complete uniformity of definition owing to local conditions, types of commodity, and other justified exceptions, the published tariffs generally contain charges under headings and definitions that are clear and concise. The following definitions and explanations of services available at Pacific Coast and Hawaiian ports include only selected services of major significance. For other services available and charges assessed against vessels and cargo the governing tariffs should be consulted. hi Car Service * - The term "car service" means the loading or unloading of railroad cars on steamship piers. There are three ways of accomplishing the car service for unloading: "indirect" car service, which involves the use of a place of rest on the pier at which the commodity is deposited pending further movement, which may be indefinitely deferred; "direct" service, which is the unloading of open top cars immediately under ship's tackle; and "continuous" car service, which involves the substantially continuous move- ment of the commodity directly from the car to the ship's tackle. Dockage . - The charge levied apainst a vessel for the use of berthing space at a pier or wharf, usually a per diem charge, based on the tonnage or length of vessel. The San Francisco Port Authority Tariff No. 3-B, Item No. iiOO (Tariff Reference Key No. 29) reads as follows: "Dockage is the charge assessed against a vessel for berthing at a wharf, pier, or bulkhead structure, or bank, or for mooring to a vessel so berthed." In addition, the Board of Harbor Commissioners, State of Hawaii, Tariff No. 2 (Tariff Reference Key No. 2$) states that "dockage" is also assessed against a vessel when not tied up to or lying alongside of but using a wharf by means of boats, rafts, lighters, or otherwise. Free, full, or one-half dockage is assessed under certain provisions specified in the published tariffs. Handling . - Handling is generally defined as those services performed in moving or conveying cargo, including ordinary breaking-down, sorting and trucking from place where unloaded from railroad car, truck or other vehicle on the terminal to ship's tackle, or vice versaj or from place of rest on terminal, barge or lighter to ship's tackle or vice versa. History of the handling charge on the West Coast reveals that as early as 1936, various steamship conferences by individual action established handling charges at all ports on the Pacific Coast. Prior to that time the lines absorbed the cost of handling export and import cargo between ship's tackle and place of rest on terminals. However, beginning in 1936 hand- ling charges were assessed against the cargo, and steamship conference tariffs were amended to indicate prevailing charges. In general, these steamship conference tariffs prescribed handling charges at California ports where handling was deemed to be a stevedoring function. In the ports of Washington and Oregon, whose terminal tariffs provided for charges for hand- ling to be performed by the terminal, the provisions of the individual port terminal tariffs have continued to govern. Loading and Unloading . - These terms are usually applied to the serv- ices of transferring freight to and from railroad cars, motor trucks, and similar conveyances and place of rest on the dock or within the transit shed. Loading and unloading charges are published by railroads, port authorities, motor carriers and pier operating companies. Many combinations of steve- doring, handling, loading, and unloading charges and services occur, particu- larly at the northwest Pacific coast ports. See car service, aforementioned. 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 U3 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 conditions. 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 communi- cable disease is mandatory at al l , 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 enforcement of all quarantine laws are discussed under the appropriate Federal Service. Service Charge . - Service charge is generally defined as the charge against vessels, their owner, operators, or agents, for the performing of services incidental to receiving and delivering freight. It does not include any freight handling, loading nor unloading operations, nor any labor other than that which is essential in performing the service. History of the service charge reveals that prior to November 19U6, no separate berthage or dockage charge against the vessel applicable while loading or discharging cargo had been included in the Northwest tariffs. hk Some of the carriers using the terminals did not favor the institution of such a charge. Upon review of all published tariff charges, the Northwest terminals recognized that their service charge definitions and itemization of services included was inadequate and that a tariff more in line with one in California would more adequately describe the services involved in the charge. Later, the Northwest Marine Terminal Association proposed a new definition; essentially copied from the Oakland tariff. Some terminal opera- tors expressed objections* but their objections were largely academic in nature because it did not appear that any practical problem was raised by reason of the proposed changes. Since then, there have been only minor changes in the definition phraseology and services included in the service charge as used at the principal terminals on the Pacific Coast. The Richmond (Parr-Richmond) Tariff has basically the same definitions but excludes certain cargoes, i.e., cargo of 2,000 short tons or more freighted on charter basis when stevedoring and service charge is for account of cargo; then such charges will be subject to negotiation. Transfer of intercoastal cargo is also given a special rate. Otherwise, the definition and services listed on the mainland ports are substantially identical. The Board of Harbor Commissioners, State of Hawaii, Tariff tlo. 2, also lists as "Service Charge Fee" the cost of services including such items as supervising traffic, dredging abreast of State wharves, and policing harbor. The following, quoted from Marine Terminal Association of Central Califor- nia Terminal Tariff No. 1-A is representative of the coast ports and includes charges against vessels covering one or more of the following services per- formed by the terminal. h$ "Except as otherwise provided in individual items, the Service Charge is the charge assessed against a vessel for any- one or more of the following services rendered: 1. Providing terminal structures and/or facilities necessary to the performance of the services enumerated below and to enable the vessel to ac- complish the transfer of cargo (a) from vessel to consignees, their agents, or connecting carriers, or (b) from shippers, their agents, or connecting carriers to vessel; 2. Arranging berth for vessel; 3. Arranging Terminal space for cargo; U. Checking cargo to or from vessel; 5. deceiving outbound cargo from ship- pers and giving receipt therefor; 6. Delivering cargo to consignees and taking receipts therefor; 7. Furnishing vessel or vessel's agent with a record of cargo loaded to or discharged from vessel; 8. Preparing Over, Short and Damage reports; 9. Ordering rail cars; 10. Coordinating and expediting the interchange of cargo between the vessel and the shipper or consignees of cargo or their agents; 11. Lighting the terminal. Note: Service charges do not cover or include any cargo handling operations." In summary, the service charge is assessed against ocean vessels for both loading and discharging operations. Representative rates at selected ports governing commercial Miscellaneous Cargo, N. 0. S. are in table on Service Charges. For complete data on charges covering specific commodities reference should be made to port tariffs. 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. Wharfage . - A major charge assessed against cargo or merchandise for passage on, over, under or through any wharf, pier, or seawall structure, inward or outward, loaded, or discharged while vessel is moored in any slip, basin, channel or canal. In Marine Terminal Association of Central U6 California Terminal Tariff No. 1-A, charges are assessed against vessels stores and supplies and in Hawaii Tariff No. 2 a wharfage charge is assessed against merchandise for use of any wharf while awaiting removal therefrom. No services are covered by this charge. Wharfage rates on Miscellaneous Cargo, N. 0. S. may be found in Table on wharfage. Water . - See tabulation on Water Rates listing ports where vessels can obtain water for boiler / or drinking use, rate of supply, and charge assessed; and water boat rates for service in stream and other pertinent information. TARIFF LISTING U7 TITLE OF TARIFF SOURCE NUMBER Anchorage Alaska Aggregate Corp, , Alagco Dock Terminal Tariff No. 1 The Ketchikan Wharf Co. Tariff No. 11 Ketchikan The Ketchikan Wharf Co. Tariff No. 20 3 Kodiak City of Kodiak Tariff No. 5 h Sitka Conway Dock Co. Tariff No. 10 5 Wrangell Wrangell Wharf Co. Tariff No. U 6 Anacortes Port of Anacortes Tariff W.D.T. No. 5 7 Astoria Port of Astoria Tariff No. 6 8 Bellingham Port of Bellingham Tariff No. U 9 Coos Bay- Central Dock Co. Terminal Tariff No. 1 10 Everett Port of Everett Tariff No. 1 11 Grays Harbor Port of Grays Harbor Tariff No. 57 12 Longview Port of Longview Terminal Tariff No. 2 13 Olympia Port of Olympia Terminal Tariff No. 5 111 Port Angeles Port of Port Angeles Tariff No. 57 15 Portland The Commission of Public Docks 16 of the City of Portland Terminal Tariff No. 3-A Northwest Cargo Handling Tariff No. 1 17 U8 TARIFF LISTING (Continued) TITLE OF TARIFF WASHINGTON - OREGON (Cont'd.) Seattle CALIFORNIA Tacoma Vancouver Willapa Harbor Yaquina Harbor Alameda - Oakland Long Beach Los Angeles Port Hueneme Redwood City Richmond Port of Seattle Terminal Tariff No. 2-D Port of Seattle Terminal Tariff No. 100 Northwest Cargo Handling Tariff No. 1 Tacoma Terminal Tariff No. 1 Port of Vancouver Tariff No. 1 Port of Grays Harbor Tariff No. 57 Yaquina Bay Dock & Dredge Co. Inc. Tariff No. 1 Encinal Terminal Tariff No. 3 The Port of Long Beach Tariff No. 3 Southern California Carloading Bureau Tariff No. 3 Southern California Carloading Bureau Tariff No. 3 Board of Harbor Commissioners City of Los Angeles Tariff No. 3 Board of Harbor Commissioners for Oxnard Harbor District Tariff No. $ Port of Redwood City Tariff No. 3 Parr-Richmond Terminal Tariff No. 1 TARIFF LISTING (Continued) 19 PORT TITLE OF TARIFF SOURCE NUMBER CALIFORNIA (Cont'd} San Francisco San Francisco Port Authority Terminal Tariff No. 3-B San Francisco Bay Carloaders Bureau Tariff No. 1-C 29 30 San Diego Port of Stockton Terminal Tariff No. 3 Port of San Diego Tariff No. 1-3 Port of San Diego Carloading Tariff No. k 32 33 HAWAII Suisun Bay (Pittsburg) Port Allen Nawiliwili Honolulu Kahului Hilo Kawaihae M & R Services Terminal Tariff No. 1-A Board of Harbor Commissioners Tariff No. 2 Honolulu Oahu Railway & Land Co. Tariff and Regulations 50 DOCKAGE RATES AND CHARGES Dockage is the charge levied against a vessel for the use of berth- ing space at a pier or wharf, usually a per diem charge, based on the tonnage or length of vessel. Whereas, California ports apply per diem rates based on the vessel's jyross tonnage as shown below, the prevailing dockage rates in Washington/Oregon are set up to cover 4 hour periods according to the vessel's net tonnage, also shown below. Representative Dockage Charges, ^ QaAJfornja, Ports Vessels Of Gross Registered Tons 21 to 300 301 to 500 501 to 1,000 1,001 to 2,000 2,001 to 3,000 3,001 to 4,000 4,001 to 5,000 5,001 to 6,000 6,001 to 7,000 7,001 to 8,000 8,001 to 9,000 NOTE: Vessels over 20,000 G.R.T. are charged, in addition to rates above for vessels of 20,000 G.R.T. , for each additional 1,000 G.R.T. $8. EXCEPTION: Pittsburg (California) Dockage $36 per day for vessel of 10,000 Net Registered Tons plus $3 per day for each additional thousand tons. Representative Dockage Charges at Ports in Washington or Oregon A§ of JmwY 3,i 1953L Vessels Of Rates Vessels Of Rates Net Registered Tons Col. A Col. B Net Registered Tons Col. A Col. B 10 to 250 $1.31 $ .83 3,001 to 4,000 $10.50 $ 6.56 251 to 500 2.63 1.65 4,001 to 5,000 12.25 7.66 501 to 1,000 3.50 2.19 5,001 to 6,000 14.00 8.75 1,001 to 1,500 4.38 2.73 6,001 to 7,000 15.75 9.85 1,501 to 2,000 5.25 3.29 7,001 to 8,000 17.50 10.94 2,001 to 2,500 7.00 4.38 8,001 to 9,000 19.25 12.04 2,501 to 3,000 8.75 5.48 9,001 to 10,000 21.00 13.13 Rate Per Vessels Of Rate Per Day Gross Registered Tons D^Y $ 4.50 9,001 to 10,000 $ 86.00 8.00 10,001 to 11,000 94.00 15.50 11,001 to 12,000 101.50 23.50 12,001 to 13,000 109.50 31.50 13,001 to 14,000 117.00 39.00 14,001 to 15,000 125.00 47.00 15,001 to 16,000 133.00 54.50 16,001 to 17,000 140.50 62.50 17,001 to 18,000 148.50 70.50 18,001 to 19,000 156.50 78.00 19,001 to 20,000 164.00 51 NOTE 1: Vessels over 10,000 N.R.T. shall be charged, in addition to rates above for vessels of 10,000 N.R.T. , for each additional 1,000 N.R.T. or fraction thereof over 10,000 tons, Col. A, $1.75 per U hours or fraction; Col. B, $1.10 per U hours or fraction thereof. COLUtlN A - Rates per U hours or fraction thereof apply when vessels berth for purposes other than loading or discharging cargo. COLUMN B - Rates per U hours or fraction thereof apply against vessels that load or discharge cargo. EXCEPTION: At ANACORTES dockage charges are based upon length of vessel. * For example, vessels over 125 feet in length pay 2g-$ per foot per day. In Alaska the rates for dockage at Kodiak are 10 per net registered ton for the first 2U hours thence -^ per ton per day thereafter. At other Alaskan ports, the dockage charge is based upon a flat fee per call. For example, at Juneau, Kitka and Sitka ships landing 25 tons or more are charged dockage of $15 per call. Dockage at Wrangell is $20 for vessels requiring handling of their mooring lines. In Hawaii dockage charges are based on per diem rates of 2$ per gross ton. Passenger vessels in Honolulu are charged 2§tf per gross ton per day. At State facilities, a so-called service charge, which is assessed against the vessel in addition to dockage, is based upon the gross tonnage of the vessel. A service charge of $4- applies to vessels up to 2,000 gross tons in size. An additional $3 is charged for each 2,000 gross tons over the base with a maximum charge of $64. applying to vessels over 4-0,000 gross tons. PILOTAGE RATES t Supplied in Seattle by P. A., Local No. 90; Rates for t, per Day, are ~$0.00 pi ds SU00.00 $500.00 ftSo.oo SUSo.oo PACIFIC COAST WASHINGTON Mileage (per mile) $ 2.15 Minimum Fee 53.75 Harbor Shifts - Seattle Uo.oo (Other than Seattle) US.oo Dead Ship Under Tow (per mile) 3.70 Minimum Fee 92.90 25.00 Sailing Del ay, after one hour (per hour* 15.00 is taking and discharging pilots without using their services through all Puget Day full Dilotage fees on mileage basis from Port Angeles to destin- ation froi.i place of departure to Port Angeles, o: nt inlar 1 Puget Grays Harbor charge, it, 500 net Willapa Har Longview OREGON oia River Bar Pilots t of lUth Street Columbia River Pilots Ass'n. 901 U.S. National Bank Bldg. Portland, Oregon See Grays Harbor See Portland Inbound or outbound between Astoria and the sea $3.00 pel foot draft and $0.02 per Minimum 375.00 Portland/Vancouver Per foot of draft •3.C Stopping at points be- tween Astoria/Portland Each stop Shifting or Turning at 65.C Uo.c In Portland Cancellation Charge 25.C liO.C Outside Portland or 20. C Sailing delay, after Uo.c charge (per day) 100. c PILOTAGE RATES - C Ports Organization Reoreoentat:ve Charges Remarks OREGON - con. Yaqaina Harbor (New ort) Captain Ernest R. Hood P. 0. Box 1212 Newport, Oregon Kir. j rum in or out ^3.00 0.02 65.00 35.00 Coos Bay Coos Bay Pilots Ass'n. P. 0. Box 25u Coos Pay, Oregon Inbound or Outbound Per foot of draft 82.50 C.02 65.00 3 25 - 335 CALIFORNIA Humboldt Bay (Eurekc ) Humboldt Bar Pilots P. 0. Box 570 Eureka, California Inbound or Outbound Shifting (8.00 At: - 5.00 PK) Upoer to South Bay- After 5.00 PK ard before 8.00 AK - additional 32.50 0.02 25.00 30. OC 5.00 San Francisco San Francisco Bar Pilots Pier No. 7 San Francisco, California Inbound or Outbound 6.25 Rates apply for bai through Golden Cat oilctage of San Local No. UO of San Francisco I.O.M.M.P., Ferry Building San Frar.cisco.ll, California See Remarks For pilotage fees i tariff issued by U I.O.M.K.P. cal No. UO, Oakland-Alameda Port Huenene Board of Harbor Commissioners for Oxnard Harbor District P. 0. Eox 297 Port Huenene, California See San Francisco Inbound or Outbound $0,012 lie 00 180.00 Long Beach 3osrd of Harbor Cor lr.issi oners Port of Los Angeles City Hall Los Angeles, California Bo.rd of Harbor Commissioner: Port of Long Beach Long Beach, California Entering or leaving See Los Angeles 30.012 10.00 180.00 See Port of Los Anc No. 3 for pilotage and half pilotage r eles Tariff State Board of Pilots Commissioners for the "ort of San Biego Inbound and Outbound Vessels (1,000 N.R.T. & over) handling cargo Per net registered ton Plus per foot of draft $ (according to amount of cargo handled) Minimum charge Shifting vesel, D er foot of Vessels not handling cargo Plus oer foot of draft $0.02 1 to *2 5o.oo 0.01 1.00 Ports Organization Representative Charges Remarks HAWAII Honolulu Board of Harbor Commissioners for the State of Hawaii Rates based on draft; Minimum $50 for IS ft. draft, less, plus $3 per ft. in exoes 15 ft. $50.00 Kilo Kahului Nawiliwili Port Allen See Honolulu See Honolulu See Honolulu See Honolulu See Honolulu TABLE VI ALASKA, PACIFIC COAST, AND HAWAII TOWAGE CHARGES 1/ PORTS REPRESENTATIVE CHARGES REMARKS ALASKA Anchorage Assisting Ship (any si shifting e) docking, xndock: ng or $250.00 If tug i o portal charge of $25 is added. Kodiak Sitka Seward See Anchorage See Anchorage See Anchorage See Anchorage See Anchorage See Anchorage PACIFIC COAST WASHINGTON Seattle Assisting, docking or based on ship tonnage Ship Tonnage Under 1*,000 gros U.001 to 7,500 gros 7,501 to 9,000 gros 9,001 to 10,000 gro 10,001 to 12,000 gro ndocking liv xLiday)' $ 60.00 75.00 90.00 110.00 120.00 Holiday rates add }0% Port Townsend See Seattle See Seattle See Seattle Per assist 200.00 Bellingham Everett Olympia Per assist Per assist Per assist 100.00 100.00 100.00 Holiday Holiday Holiday rates add 30? rates add }0% rates add }0% Grays Harbor To outer piers 85.00 Sundays and holidays add $20.00 Willapa Harbor Docking and undocking 80.00 Sundays and holidays add $17.50 Vancouver Assisting, docking or ndocking 120.00 Saturdays, Sunday and holidays, add $25 OREGON Assisting, docking or " l;00 mdocking 399 HP ,o 999 HP 50.00 65.00 See tari ff for complete data Astoria Rates for Astoria may the Arrow Tug and Barg se obtained f HI Yaquina Harbor (Newport) Coos Bay Negotiated locally Negotiated locally CALIFORNIA Humboldt Bay (Eureka) Per assist 150.00 Rates for assisting, according to size of (net registered tons) calling within foil Under 5,000 5,000- tons 10,000 Zone 1 $ 75 $ 80 Zone 2 90 95 Zone 3 105 115 Zone k 105 115 Zone 5 120 135 Zone 6 105 115 Zone 7 105 115 Zone 8 120 135 wing 0,000- 2,000 Other * Vessels Zone 2: Zone 5: Zone 6: Zone 7: Stream and City Front, San Francisco Pier SU S. through Bethlehem Shipyard; 3rd & lith St. bridges Channel above Uth St. bridge Pier 72, Hunters Point and Islais Creek below bridge * 85 110 130 130 1U5 130 130 1US Islais Creek above bridge Treasure I. and Yerba Buena I. Alameda and Oakland Richmond, California City and Point San Pablo * See tariff for complete data on 1 between zones; and rates for towage ^ra vessels; moves Oakland-Alameda Richmond Redwood City See San Francisco See San Francisco Per assist $135.00 Plus $8.50 per hour after 5 P.M. or on Saturdays, Sundays, holidays. TABLE VI ALASKA, PACIFIC COAST, AMD HAaIAII TOWAGE CHARGES 1/ (Continued) (Assisting, Docking or Undocking Live Vessels) PORTS REPRESENTATIVE CHARGES REMARKS CALIFORNIA (con.) Stockton Los Angeles - Long Beach ,*25 per hour weekdays $27.50 per hour, nights, Saturdays and holidays Minimum charge Assisting, per tug per hour — $ 60.00 56.00 85.00 Add 36 per hour for Sundays and holidays Minimum $95 on Sundays and holidays San Diego Assisting, per hour U3.00 HAWAII Kahului In and out Shifting vessel as.oo 60.00 Overtime add $20,00 Overtime add $10.00 Hilo 1 Tug (POO H.P.) 1 Tug (2U0 H.P. 125.00 75.00 Kawaihae Served from Hilo 675.00 Honolulu Shifting and/or assisting per tug 1 tug (2.U00 H.P.) 6 tugs (880 H.P. to 2,000 H.P.) 1 tug (800 H.P.) 3 tugs (U80 H.P. to 500 H.P.) 1 tug (210 H.P.) 1 tug (160 H.P.) 60.00 50.00 U5.oo 35.00 30.00 25.00 For overtime rates see tariff of Young Brothers Division of Oahu Rlwy and Land Co. Port Allen Nawiliwili Docking and undocking (1 tug) Shifting (per hour) See Port Allen 3U0.00 50.00 t Director, Mar ALASKA, PACIFIC COAST AND HAWAII REPRESENTATIVE SERVICE CHARGES FOR INDIRECT MOVEMENT OF COMMERCIAL MISCELLANEOUS CARGO, N.O.S. BY OCEAN TRADES cents per weight ton of 2,000 pounds unless otherwise sp ALASKA Coastwise U TRANSPACIFIC FOREIGN & OFFSHORE HAWAII INTLRCOASTAL TARIFF W/T W/T W/T M/T 1/ W/T M/T 2/ W/T W/T REFERENCE KEY (See In Out In Out In out In Out In Out In In Out In Out tariff listings) ALASKA (No Service Charges) Anchorage 1 Juneau Sitka 5 Wrangell Ketchikan 6 3 PACIFIC COAST WASHINGTON Bellingham 92 N 110 79 Uc 115 7U " " 115 7U _ lli 7U 115 7U 7 Everett 92 110 79 Uo n.s ■fh 115 7U .US 7U 115 7U 11 Seattle 123 162 110 55 162 105 162 105 162 10^ 162 105 19 Cargo in vans or whaleback 3/ 65 65 30 30 65 65 6S 6S 65 65 65 65 19 92 110 79 Uo 115 7U 115 7U 115 7U 115 7U 20 Olympia 115 7U 79 115 7U 115 7U US 7U 115 7U 111 Port Angeles 82 105 35 105 69 10b 69 105 69 105 69 15 Grays Harbor 92 110 79 Uo 115 7k 11-. 7U 115 7U 115 7U 12 Willapa Harbor 92 110 79 UO 115 ■Ik 115 7U US 'Ik 115 7U 12 Kalama 92 110 79 Uo 115 7k US 7U IIS Y)i 115 7U 13 Vancouver US Uo 79 Uo 115 7k " - ii5 7U - IIS 7k 115 7U 21 OREGON Portland 123 162 110 55 162 105 162 105 162 105 162 105 16 Unitized Cargo 93 132 80 U5 132 85 1 12 85 132 85 132 85 16 65 65 30 30 65 65 65 65 65 6S 65 65 16 St. Helens 92 110 79 Uo 115 7U 115 7U U, 255 198 170 311 296 171 f2/ 287 181 30U 287 283 2U3 Unitized Cargo 225 281 266 257 27U 257 253 a3 29 Cargo in vans or whaleback 3/ 1SS 155 180 15S 1SS 155 2U3l/ Oakland - Alameda 7/ 26B 268 202 17U 3U5 31U 172 3U5 305 191 322 329 283 23 Unitized Cargo whaleback 3/ - 228 - - 305 25U - - - 265 - 282 289 253 150 23 _ _ _ _ 180 180 . „ _ . 180 180 . . 23 238 238 175 162 29U 279 166 157 310 270 176 287 270 256 216 28 Unitized Cargo 198 - - 2SU 23' - - - 230 - 2U7 230 226 186 28 whalebacks 3/ . _ _ . 1U5 1U5 1U5 1U5 . 28 San Pablo Bay Carquinez Strait Suisun Bay (Pittsburg) 1H0 ISO 180 150 2 30 2H ; 230 210 230 210 180 3U Redwood City i;n 1l|3 117 10U 209 19l| ??5 200 202 i t;s 198 158 27 Stockton (except below) ?M ?l|3 181 153 299 2HU 171 16? IIS 275 131 292 275 262 31 203 259 2UU 235 227 232 192 31 Cargo in vans or whalebacks 3/ In vans (3000-cOOO loads) 155 155 155 155 155 155 31 227 235 31 Port Hueneme 1HH 188 208 253 ?)|,8 253 2U3 253 2)|B 233 228 26 a Los Angeles (no service 26 Long Beach (no service charge) 2U San Diego (no service charge) 32 HAWAII Honolulu (per B/L ton) 6/ 120 120 . _ _ 160 _ . _ . _ 36 5o 75 36 Other Hawaiian ports 5/ 35 (d) Islais Creek Grain Terminal 5/ See dockage for so-called service charge at State Fac 6/ Charges shown apply at facilities of Oahu Railway and 7/ At Alameda only, the charge for outbound intercoastal :arload rates only (see indiv; asuring 120 cu ft. and over ii r whalebacks loaded or unloaded outside of terminal at: (a) Central Terminals; (b) Islais Creek Copra Term: ual tariffs for LCL rates) lal; (c) Islais Creek Cotton Terminal; s totalling 2,500 t r vessel is $2.22 per ALASKA, PACIFIC COAST AND HAWAII e Charges for tlharfage and Handling (Indirect M Dn Miscellaneous Cargo, N.O.S. cents per ton of 2,000 pounds or UO cu. ft.) Tariff Wharfage Handling Key (See Tariff listing) ALASKA Anchorage 200 51U 1 Kodiak 189 U06 u JunSu 200 U70 2 Allowance for unitized cargo 60 Sitka 210 U70 5 Allowance for unitized cargo 60 5 280 Uoo 6 Allowance for unitized cargo 100 6 200 U20 3 Allowance for unitized cargo 60 3 WASHINGTON Bellingham 80 229 9 50 168 7 Everett 80 2U1 11 Seattle - Foreign 80 2U6 18-17 11 - Alaska 80 260 18-17 11 - Coastwise 80 211 18-17 " - Intercoastal - In 80 389 18-17 80 2U6 18-17 Tacoma 80 2U1 20 Olympia 80 2U1 1U 80 223 15 Grays Harbor 80 2U1 12 Willapa Harbor 80 2U1 12 Longview - except Coastwise 80 ' 2Ul' 13 80 208 13 Vancouver - except Alaska 213 a - Alaska 80 237 21 - Coastwise 80 138 21 OREGON Portland S a me as Seattle 16-17 St. Helens N.A. 80 2U1 Yaquina Harbor 80 200 22 Coos Bay N.A. N.A. - CALIFORNIA y Humboldt Bay N.A. San Francisco - exceot Coastwise 80 29 11 - Coastwise Uo 29 Oakland-Alameda - except Coastwise 80 23 " " - Coastwise Uo 23 Richmond, except Coastwise 80 28 Uo 28 San Pablo Bay N.A. Suisun Bay (Pittsburg) except Coastwise 70 3U 35 3U Redwood City - except Coastwise 50 27 25 27 Stockton,- except Coastwise 80 31 UO 31 Port Hueneme - except Coastwise 60 26 A 11 - Coastwise 35 Los Angeles - except Coastwise 80 26 Uo 26 Long Beach - except Coastwise 80 2U Uo 2U San Diego - exceDt Coastwise 60 32 " - Coastwise 30 32 ALASKA, PACIFIC COAST AND HAWAII Representative Charges for Hharfage and Handling (Indirect On M.soellaneous Cargo, N.O.S. (In cents per ton of 2,000 pounds or UO cu. ft.) Reference Wharfage Handling Key (See Tariff listing) HAWAII (U. S. Trade) State Owned Facilities Hilo hS 35 Port Allen US 35 Nariliwili 1*5 35 Honolulu U5 35 Kahului 1.5 35 Kawaihae !*S 35 Oahu Rlwy and Land Co. Facilities Foreign - inbound 80 36 Foreign - outbound U. S. 60 36 36 Container cargo U5 36 Interisland 30 36 - Not Available - Handling charges at Califor Tariffs of individual ocean e prescribed by re imposed by terminals. FREE TIME (DAYS BY TRADES DEM JRRAGE PER TO Tariff Foreign an d Offshore Interc oastal Coastv isel/ Per Day 2/ Reference Key (see tariff listing) REMARKS 1-5 Days After 5 Days Inbound Outbound Inbound luth.-Mnd Inbound Outbound In Out In Out ALASKA (Local Trade) Anchorage 2 5 2 s 2 5 s 5 2 5 100 100 , 1 u Alaska ports for intransit Kodiak charges $10 per ton per month after free time. Seward Juneau N.A. S 5 5 5 5 5 s 5 5 5 5 5 N.A. UO Uo Uo Uo Uo Uo 2 5 Ke^hikan 3 3 5 3 5 3 5 3 3 5 Uo Uo Uo Uo 3 PACIFIC COAST WASHINGTON Everett 10 15 10 10 IS 5 IS 5 15 10 5 IS 5 S 15 S 5 5 3 2 3 7 2 7 3 2 3 11 Seattle 10 5 10 5 10 5 3 7 3 13 Taooina 10 10 5 10 5 10 5 3 7 3 20 10 10 5 10 5 10 5 3 7 3 1U Port Angeles 10 10 10 10 10 10 5 3 7 3 IS 10 10 10 10 10 10 5 3 7 3 12 Willapa Harbor 10 10 10 10 10 5 3 7 3 12 Longview 10 10 10 10 10 10 5 3 7 3 13 Vancouver 10 10 10 10 10 10 - - - - 21 OREGON Portland St. Helens 10 10 10 10 S 5 10 10 5 S 5 5 5 y 3 3 7 7 3 3 16 8 Yaquina Harbor 10 10 10 10 10 10 Coos Bay 10 No provision for free time on cargo N.O.S. at Coos Bay CALIFORNIA Humboldt Bay N.A. N.A. San^Francisco 7 10 5 10 5 5 35 35 70 70 29 Oakland-Alameda 5 10 S 5 35 35 70 70 23 Richmond 10 5 5 5 35 35 70 70 28 San Pablo Bay N.A. Carquinez Strait Suisun Bay (Pittsburg) Redwood City 7 7 10 10 5 5 10 10 5 5 5 5 32| 32J 6S 65 3U 27 Redwood City demurrage charge is hii per ton per day 7 10 5 10 5 5 35 35 70 70 31 Port Hueneme 10 10 5 10 5 S 30 30 60 60 26 A 7 10 5 10 5 5 35 35 70 70 26 Long Beach 7 10 5 10 5 5 35 35 70 70 2U San Diego 10 10 5 10 5 5 32J 32j 65 65 32 HAWAII Port Allen 5 3 . _ 2 3 25 25 50 SO 35 Nawiliwili S 3 2 3 25 25 50 So 35 Honolulu 5 3 3 35 35 60 60 36 Rates for Honolulu apply Kahului Hilo 5 5 3 3 : : * 3 3 25 25 25 25 So 5o 50 50 35 35 at facilities of Oahu Railway and Land Co. Kawaihae 5 3 - - 2 3 25 25 So So 35 ^ FT 1 1 Pi Ph I rtltr 4 Pi Ph f 53 fc 5 Eh Q) CO CO P-i H CD ^ O Eh P-. "tf a! CO u H cd +S -P (3 Cm +5 ffitH • C -H CD ^ o ^ CO • O -H •> CD > -P CD > h o g g g m CO Q H -d X! ra to O oJ co HP f-i CD 10 .£( 3 CD co CD *H co rt co CO Ph fe C£J 5S CO CD CD CO CO CT) c6 II CO CO !°2 s_, »d tJ 3 CD H o ti u co co W)S d a -a 6S •S 03 1 CO 03 TO C! Q) © CD O CO o iH H H «H 03 33 © -P -P -P P p J3 • • P 03 «H •H -H -H • H H H « P P • « W to O H to to p O o ft a ft a O O ft 88%& ft ft ftO ct> rt c0 UN\r\0 O O g O O © •^^a c c: c •» * O rt rt 5h H 3 rt O OOO C\J C- O 2 2 O P H H P - O 10 to to to p rt rt c3 P ^ a) to p H cd SS13.&BBBH PP W cc! oi ct! f^ a 2 a ig a © H rt a a cu pu, a* p p p OOO )(^H h nl rt rt O O O Q 1 to to W H © * * a -p -p t rt del a o o o H H -H H iH H 50 M ft ^13 !-< 3 fi ■Sdi 69 RATE REGULATIONS The establishment of fixed rates, rules, regulations, and practices for or in connection with the business of furnishing wharfage, dock, ware- house and other terminal facilities in the Pacific Coast/Hawaii area (as well as with the transportation of cargo by carriers operating regular liner ser- vices 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 15 of the Shipping Act of 1916 requires that agreements forming such conferences be submitted to the Federal Maritime Board for its approval before becoming lawfully effective. Broadly speaking, the Shipping Act gives to common carriers by water, to terminal operators, and 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 Board, are voluntary compacts under which private industry is able to bring about a degree of self-regulation. The extent of the Board'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 maintain just and reasonable terminal rates and practices in connection with receiving, handling, storing, and delivering cargo. The Shipping Act does not extend to the actual charges assessed for use of the terminal or its ser- vices and there is no requirement for advance filing of these charges. However, terminal operators file their schedules of charges and practices with the Federal Maritime Board and generally voluntarily follow a policy of giving 30 days* advance notice of changes. 70 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 in the Pacific are parties to agreements approved by the Federal Maritime Board. These agreements are usually limited to a particular port or coast, as for example, Stockton Port District, the California Coast or the Northwest Pacific Area. Significant West Coast and Hawaii Terminal Conferences and related agreements permitted under Section 15, of the Shipping Act, on file with the Federal Maritime Board as of August 26, I960, are as follows: Number Name and Description 6785 Northwest Marine Terminal Association - Terminal Conference 734-5 California Association of Port Authorities - Terminal Conference 7544- San Francisco Bay Carloading Conference - Terminal Conference 7576 Southern California Carloading Tariff Bureau - Terminal Conference 7585 Stockton Port District and Port of Stockton Grain Terminal - Lease of Grain Terminal 7605 Southern California Lumber Handlers 1 Bureau - Terminal Conference 8235 Port of Seattle and Matson Terminals, Inc. - Lease of Terminal 8305 City of Oakland and Howard Terminal - Lease of Terminal 8325 City of Los Angeles and American President Lines, Ltd. - Preferential Berth Assignment 8335 City of Oakland and Encinal Terminals - Lease of Terminal 84-05 City of Oakland and McGuire Chemical Co. - Lease of Terminal 844-5 Matson Navigation Co. and Board of Harbor Commission of the State of Hawaii - Lease of Terminal 8475 Matson Navigation Co. and Oahu Railway & Land Co. - Preferential Berth Assignment 71 The various kinds of Section 15 agreements such as terminal confer- ences, lease of terminals, and preferential berth assignments differ somewhat in objective and intention. It, therefore, can be concluded that there is considerable flexibility in the kind of agreement that can be entered into, and they are developed along the lines best suited to special problems in defined port areas. Two representative agreements of various port authorities and marine terminal operators on the Pacific Coast illustrate the objective that can be accomplished under Section 15 of the Shipping Act of 1916. These agree- ments have been entered into on the initiative of the parties themselves, and have been approved by the Federal Maritime Board. In the Northwest Pacific, ten ports and six terminal operators and steamship lines are members of Agreement No. 6785. It is known as the North- west Marine Terminal Association Agreement and is quoted as follows: NORTHWEST MARINE TERMINAL ASSOCIATION AGREEMENT Parties to agreement as of March 1961 Alaska Terminals & Stevedoring Company (Seattle) Albina Dock Co., Inc. (Portland) American Mail Line, Ltd. (Seattle) Astoria, Port of (Astoria) Bellingham, Port of (Bellingham) Everett, Port of (Everett) Grays Harbor, Port of (Aberdeen and Hoquiam) Olympia Steamship Co., Inc. (Seattle) Portland, Port of (Portland) Port Angeles, Port of (Port Angeles) Salmon Terminals, Incorporated (Seattle) Seattle, Port of (Seattle) Shaffer Terminals (Tacoma) Tacoma, Port of (Tacoma) Vancouver, Port of (Vancouver) The Commission of Public Docks of the City of Portland, Ore. (Portland) NORTHWEST MARINE TERMINAL ASSOCIATION AGREEMENT THIS AGREEMENT, entered into at Seattle, Washington, by and between the undersigned on the 1st day of march, 1939. 72 WITNESSETH : That, in consideration of the benefits, advantages and privileges to be severally and collectively derived from this agreement, the parties hereto, marine terminal operators subject to the Shipping Act, 1916, as amended, hereby associate themselves in an association to be known as the "NORTHWEST MARINE TERMINAL ASSOCIATION", hereinafter referred to as the "Association", to more adequately serve the interests of the shipping public at their terminals in ports in the States of Washington and Oregon and to establish and maintain just and reasonable terminal rates, charges, classifications, rules, regulations and practices at such terminals for or in connection with interstate and foreign water-borne traffic. 1. The parties hereto agree to assess and collect all terminal rates and/or charges for or in connection with traffic handled by them within the scope of this agreement, strictly in accordance with the rates, charges, classi- fications, rules, regulations and/or practices set forth in their respective applicable tariffs; that they will not in any respect deviate from or violate any of the terms of said tariffs; and that no rates or charges assessed or collected pursuant to such tariffs shall be directly or indirectly illegally or unlawfully refunded or remitted in whole or in part in any manner or by any device. 2. The parties hereto further agree to consult the Trustees of the Association when possible relative to and before amending, supplementing or reissuing any of their tariffs dealing with traffic, within the scope of this agreement. Any recommendation made by said Trustees shall be purely advisory and not binding upon the parties hereto. Amendments, supplements or reissues of any tariff shall be furnished promptly to the Executive Secretary of the Association. 73 3. A copy of each terminal tariff effective hereunder containing all rates, charges, rules, classifications, regulations and/or practices, including additions thereto and changes therein shall be furnished promptly to the Federal Maritime Board, Washington, D. C. through the Executive Secretary of the Association. 4. The Constitution of the Association shall be as set forth in Exhibit n A n , attached hereto and made a part thereof. 5. Any party violating the terms of this agreement, shall be sub- ject to a fine, the amount of which shall be determined by a majority vote of the Trustees. In the event an officer or employee of an alleged offender or complainant is a member of the Board of Trustees, such officer or employee shall be disqualified to act as a Trustee in passing upon such alleged breach. The remaining Trustees shall appoint a disinterested member to act in the place and stead of such disqualified Trustee; the Trustee so appointed shall serve only during the period in which such disqualified Trustee shall be disqualified from serving. Any fine assessed for a tariff violation shall in no instance exceed ten (10) times the difference between the amount which properly should have been charged and the amount actually billed and collected by said party, provided, however, that the minimum fine in any one stance shall be $100.00. The offending party agrees, immediately upon being notified as to the amount of a fine so assessed, to remit the amount of said fine to the Trustees. All moneys thus collected for or on account of fines levied and assessed shall be used to defray the expenses of the Association, provided, however, that such moneys shall not be used to reduce or pay any assessment of members against whom fines have been levied. Each of the parties hereto agrees to furnish and post with the Trustees, for the benefit of the parties hereto as herein provided, 7U a surety bond in the sum of $1,000.00 conditioned upon the faithful performance of the terms of this agreement and further conditioned that each said party- will immediately pay any fine levied or sum assessed against said party. Further- more, in case any party violates the terms of this agreement, the Association thereupon shall be authorized to, and shall, collect from the shipper, consignee or customer benefiting by such violation, the difference between the amount which should have been charged and the amount actually billed and collected by said party, and shall pay such amount so collected to such party. Exception ; The provisions of this agreement regarding payment of fines on account of violation of this agreement and the furnishing and posting of surety bond do not apply to port district commissions or to municipal port or dock commissions. 6. In order to further guarantee, insure and verify the adherence to the terms of this agreement and to determine if each of the parties hereto is fully complying with it 3 tariffs, it is agreed that the Trustees may employ such auditor or auditors as may be necessary to visit the terminals and offices of the parties hereto and inspect their records in order to ascertain that proper charges, billings, and collections have been made in accordance with said tariffs. The refusal of any party to permit the examination of its records by a duly appointed auditor pursuant to this article shall constitute a viola- tion of this agreement. 7. Each of the parties hereto agrees to pay monthly an assessment covering its proportionate share of the expenses incurred pursuant to the terms of this agreement. 8. By consent of the majority of all of the parties hereto, any responsible marine terminal operator at a port in the States of Washington or 75 Oregon may hereafter become a party to this agreement upon written acceptance of its terms and conditions and the posting of a bond as herein required, pro- vided, however, no such admission shall become effective prior to the date of written advice thereof given by the Executive Secretary of the Association to the Federal Maritime Board, Washington, D. G. Two signed copies of each such written acceptance shall be furnished promptly by the Executive Secretary of the Association to the Federal Maritime Board. The admission of any such terminal operator shall not be denied without just and reasonable cause. 9. Any party may withdraw from this agreement by serving not less than ninety (90) days written notice upon the Executive Secretary of the Associa- tion. A copy of any such notice shall be dispatched promptly to the Federal Maritime Board, Washington, D. C. If, after the expiration of one hundred and twenty (120) days from date of said notice, no complaint is pending against the withdrawing party, charging breach of this agreement, which breach occurred before or during said ninety (90) days period of notice, the bond deposited with the Association shall be returned to the withdrawing party, provided, however, that if a complaint is pending against, or any fine, or any assessment or expense, remains unpaid by said withdrawing party after the expiration of said one hundred and twenty (120) days, the said bond shall be retained by the Associa- tion until siich complaint is satisfied or dismissed, or the fine and/or assess- ment paid. 10. This agreement, or any modification thereof, shall not become effective until approved pursuant to Section 15 of the Shipping Act, 1916, as amended. 11. This agreement shall be executed in triplicate, two copies to be filed with the Federal Maritime Board, Washington, D. C. and one copy to 76 be retained by the Executive Secretary of the Association. IN WITNESS WHEREOF, the parties hereto have caused this agreement to be executed by their respective officers or agents thereunto duly authorized Exhibit "A" NORTHWEST MARINE TERMINAL ASSOCIATION CONSTITUTION ARTICLE I - Name: Section 1. This Association shall be known as the NORTHWEST MARINE TERMINAL ASSOCIATION . ARTICLE II - Purposes : Section 1. This Association is formed for the following purposes: (a) to promote fair and honorable business practices among those engaged in the marine terminal industry; (b) to more adequately serve the interests of the public at Northwest ports; i.e., ports in the states of Washington and Oregon; (c) to establish and maintain just and reasonable, and, so far as practicable, uniform terminal rates, charges, classifications, rules, regulations and practices at said Northwest ports in con- nection with water-borne traffic; and (d) to cooperate with the marine terminal operators of other districts, either individually or through their associations, to the end that the purposes set forth above may be achieved by such other terminal operators . ARTICLE III - Membership : Section 1. The membership shall consist of operators of marine terminal 77 located at ports in the states of Washington and Oregon that subscribe to the Agreement of the Northwest Marine Terminal Association, of which this Consti- tution is a part. Section 2. Any member in good standing who is unable to attend regular or special meetings of the Association may appoint and designate any other member in good standing as an alternate or proxy to act in his place at such meetings, and such alternate shall be entitled to act at said meetings in place of such absent member to the same extent as if said absent member were present in person. ARTICLE IV - Headquarters : Section 1. The principal office of the Association shall, unless otherwise determined by the Board of Trustees, be at the port in which the office of the Executive Secretary is located. ARTICLE V - Board of Trustees : Section 1. At the annual meeting of the members of the Association, there shall be elected a Board of Trustees of eleven members, three from Seattle, three from Portland, two from Tacoma and three from ports in Washington and Oregon outside of Seattle, Portland and Tacoma. The Trustees shall hold office for one year or until their respective successors have been duly elected and installed in office. Section 2. In addition to the specific duties named herein, the Board of Trustees shall have general supervision of all matters pertaining to the Association and shall carry out the general policies approved by the Associa- tion and shall take such action on behalf of the Association as may be necessary to safeguard the interests of the members, including the assessing of fines for violations of the Agreement. 78 Section 3. Any Trustee unable to attend a meeting of the Trustees may appoint and designate an alternate or proxy to act in his place at such meeting and such alternate shall be entitled to act at said meeting in the place of such Trustee to the same extent as if said Trustee was present in person. ARTICLE VI - Officers : Section 1. Immediately after the annual meeting the duly elected Trustees shall meet and elect from their membership, by majority vote, a President a Vice President, and a Treasurer. These officers shall be the officers of the Association as well as of the Board of Trustees and shall serve without compensation for one year or until their successors have been duly elected and installed in office. They shall perform the duties ordinarily performed by such officers, and such other duties as may be assigned to them by the Board of Trustees. Section 2. The Board of Trustees shall select and employ an Executive Secretary who shall perform the secretarial duties of the Association and act as the executive officer thereof. The Board of Trustees may employ whatever clerical and other help may be necessary to carry on activities of the Associa- tion and shall fix the compensation of such employees. Section 3. It shall be the duty of the President to preside at all meetings of the Association and of the Board of Trustees. He shall be ex officio member of all committees and shall, subject to the Board of Trustees, have general direction of the business of the Association. Section J+* In the absence of the President or in case of his incapa- city, it will be the duty of the Vice President to perform the duties of the President. Section 5. The Treasurer shall keep an accurate record of the receipts and disbursements of the Association and shall be responsible for the funds of 19 the Association. At the expiration of his terra of office, he shall turn over to his successor the funds of the Association and the financial books and records. Section 6. The Executive Secretary shall keep an accurate record of the proceedings of the Association and shall conduct correspondence and have custody of all official papers and records, except those of the Treasurer. He shall keep the membership informed of such matters as are brought to the atten- tion of the Association and shall issue all calls and notices ordered by the President or the Board of Trustees and shall perform such other duties as the Board of Trustees may assign to him. At the annual meeting, he shall submit a written report covering the activities of his office. Section 7. No salaries shall be paid by the Association to any member of the Board of Trustees. Section 8. Nomination of Trustees shall be made by a nominating com- mittee of three members appointed by the President at least ten days before the annual meeting at which the election is to occur. Names may also be pro- posed from the floor at the annual meeting. Section 9. The election of Trustees shall be by ballot at the annual meeting of the Association; each member of the Association shall have one vote and a majority of all votes cast shall be necessary for election. In case of contest, balloting shall be continued until eleven candidates have each received a majority of the votes of the members present. The election of Trustees to fill vacancies that occur on the Board between annual meetings shall be by the remaining Trustees. ARTICLE VII - Committees ; Section 1. The President of the Association shall appoint a standing Committee on Terminal Tariffs and Practices, consisting of a chairman and such other members as in the judgment of the President may be required; and he may also appoint such special committees as may from time to time be necessary. Section 2. The Committee on Terminal Tariffs and Practices shall investigate and study terminal operating costs, methods and practices, as well as traffic conditions, in order to determine just and reasonable, and, so far as practicable, uniform rates, charges, classifications, rules, regulations and practices at marine terminals at ports in the states of Washington and Oregon, and to recommend to the membership the adoption of such rates, charges, classifications, rules, regulations and practices. ARTICLE VIII - Meetings : Section 1. The annual meeting of the Association shall be held during June of each year at the call of the President. Section 2. Special meetings shall be called by the President at the request of the Board of Trustees or upon the written request of five members. The purpose of such special meeting shall be set forth in the notice which shall be mailed by the Executive Secretary to the members at least one week before the date of the meeting, and no business other than that for which the meeting as called shall be transacted. Section 3. For the purpose of transacting business at a meeting of the Association, a quorum shall consist of not less than one-half the member- ship of the Association in good standing. Section U» Actions of the Association, except as otherwise provided shall be by a majority vote of the representatives of members present and voting. At meetings of the Association any member may have more than one representative present, but each member is limited to one vote. Section 5. Meetings of the Board of Trustees may be called by the 81 President and shall be called upon receipt by the Executive Secretary of a written request signed by three or more Trustees. Section 6. Reasonable notice, not less than forty-eight hours, shall be given the Trustees of all meetings of the Board. Section 7. Each Trustee shall have one vote. Section 8. A quorum of the Board shall consist of not less than six Trustees. Section 9. Actions by the Board of Trustees, except as otherwise provided, shall be by a majority vote of the Trustees present and voting. ARTICLE IX - Annual Budget ; Section 1. An annual budget of revenue and expenditures shall be prepared by the Board of Trustees and presented to the membership at the annual meeting for approval by majority vote of those present. ARTICLE X - Dues and Assessments ; Section 1, The membership dues of the Association shall be based upon the wharfage revenue of, and the services performed by the Association for each member and are payable at the beginning of each calendar month. The rate of levy shall be fixed annually by majority vote of those present at each annual meeting. Section 2. No member of the Association shall have the right to vote at any meeting, to be represented on the Board of Trustees, or on any committee, or to participate in any other Association activities if delinquent sixty days or more in the payment of annual dues. ARTICLE XI - Expenditures ; Section 1. Expenditures shall be made only upon approval by the Board of Trustees, and checks and vouchers shall be signed by the Treasurer and sountersigned by the Executive Secretary. ARTICLE XII - Minutes of Meetings ; The Executive Secretary shall keep a minute record of the proceedings of each regular, special, and annual meeting of the Association as well as of meetings of the Board of Trustees. A copy of the minutes of each meeting of the Association and of the Board of Trustees shall be furnished promptly to the Federal Maritime Board, Washington, D. C. ARTICLE XIII - Amendments : Section 1. This Constitution may be amended at any regular or special meeting of the Association, or by letter ballot, provided such proposed amend- ment has been approved by the Board of Trustees. A copy of the proposed amend- ment shall be mailed to the members by the Executive Secretary at least ten days prior to the meeting at which the amendment will be considered, or the final date for receipt of letter ballots. A favorable vote of at least two- thirds of the members shall be required for adoption of any amendment. ARTICLE XIV - Approval by Federal Maritime Board ; No amendments of this Constitution shall become effective until approved by the Federal Maritime Board pursuant to Section 15 of the Shipping Act, 1916, as amended. In California, seven ports and two terminal operators are members of Agreement No. 734-5, California Association of Port Authorities. It is quoted as follows: 83 CALIFORNIA ASSOCIATION OF PORT AUTHORITIES Parties to Agreement as of March 1961 Port of San Francisco (San Francisco Port Authority) Port of Los Angeles Port of San Diego Port of Long Beach Port of Stockton Port of Oakland Port of Port Hueneme Encinals Terminals Parr-Richmond Terminal Corp. CALIFORNIA ASSOCIATION OF PORT AUTHORITIES AGREEMENT This AGREEMENT, entered into at San Francisco, California, by and between the undersigned on the 12th day of April, 194-0, and amended at Long Beach, California, on June 10, 194-0, and at Oakland, California, on October 18, 19 AC WITNESSETH: OBJECTS AND PURPOSES That, in consideration of the benefits to be severally and collectively derived from this agreement, the parties hereto hereby associated themselves in an association to be known as the "CALIFORNIA ASSOCIATION OF PORT AUTHORITIES" hereinafter referred to as the "Association", to promote fair and honorable business practices among those engaged in the marine terminal industry, to more adequately serve the interests of the shipping public at their terminals in ports in the State of California and to establish and maintain just and reason- able, and, as far as practicable, uniform terminal rates, charges, classifica- tions, rules, regulations and practices at such terminals for or in connection with interstate and foreign waterborne traffic, provided that it is recognized that each port or terminal may have a different situation and the term "uniform" Qh shall not necessarily be construed to mean identical, and it is understood that all matters involved herein shall be worked out in a spirit of bona fide effort to accomplish an arrangement that will give no one an undue advantage, taking into consideration all competitive conditions, and to cooperate with port authorities and marine terminal operators of other districts either individually or through their associations, to the end that the purposes set forth above may be achieved as widely as possible. MEMBERSHIP 1. Any port authority or marine terminal operator in the State of California may hereafter by consent of a majority of the parties hereto become a party to this agreement upon written acceptance of its terms and conditions, provided, however, no such admission shall become effective prior to the date of written advice thereof given by the Association to the Federal Maritime Board, Washington, D. C. Two signed copies of each such written acceptance shall be furnished promptly by the Association to the United States Maritime Commission. The admission of any such port authority or terminal operator shall not be denied without just and reasonable cause. TARIFF COMPLIANCE 2. The parties hereto agree to assess and collect all rates and/or charges for or in connection with traffic handled by them within the scope of this agreement, strictly in accordance with the rates, charges, classifications, rules, regulations and/or practices set forth in their respective applicable tariffs; that they will not in any respect deviate from or violate any of the terms of said tariffs; and that no rates or charges assessed or collected pur- suant to such tariffs shall be directly or indirectly illegally or unlawfully refunded or remitted in whole or in part in any manner or by any device. 85 TARIFF CHANGES 3. The parties hereto further agree that no change shall be made in the rates, charges, classifications, rules, regulations, or practices in any of their tariffs without consulting with one another and giving at least ten (10) days' prior notice of such proposed change to the President and the Executive Secretary of the Association, for the purpose of affording all parties hereto an opportunity to consult with each other, to make such changes in their own rates, charges, classifications, rules, regulations and practices with regard thereto as the other parties hereto may desire; provided, that any recom- mendation made by any party or parties hereto shall be purely advisory and shall not be binding upon any party hereto. Amendments, supplements or reissues of the tariff of any party hereto shall be furnished promptly to the Association and shall be available to all other parties hereto. COMMISSION FILINGS A, A copy of each tariff effective hereunder containing all rates, charges, rules, classifications, regulations and/or practices, including addi- tions thereto and changes therein, shall be furnished promptly to each member of the Association, and to the Federal Maritime Board, V/ashington, D. C. by the Association. WITHDRAWAL PROCEDURE 5. Any member may resign from the Association at any time, upon three (3) months' previous written notice of such resignation mailed to the Associa- tion. Promptly upon the receipt of any such notice of resignation, the Associa- tion shall mail a copy thereof to the Federal Maritime Board, Washington, D. C. Upon the effective date of said resignation, the member so resigning shall be relieved of all obligation to the Association, except for the amount of any dues of said member then due and unpaid, and except for the amount of any then delinquent assessment levied against said member. SUBJECT TO APPROVAL 6. This agreement, or any modification thereof, shall not become effective until approved pursuant to Section 15 of the Shipping Act, 1916, as amended, provided, however, that the filing of and participation in this agree- ment shall not be construed as a waiver of, or in any respect prejudicial to, the contentions of any of the parties hereto as to their amendability to the provisions of the Shipping Act, 1916, as amended. EXECUTED IN TRIPLICATE 7. This agreement shall be executed in triplicate, two copies to be filed with the Federal Maritime Board, Washington, D. C. and one copy to be retained by the Association. HEADQUARTERS 8. The principal office of the Association shall, unless otherwise determined by the members, be at the office of the Executive Secretary of the Association in San Francisco, California. MEMBERS 1 REPRESENTATION 9. At an organization meeting in San Francisco, California, on the 12th day of April, 194-0, and at each subsequent annual meeting as hereinafter provided each Association member shall declare the name of the person who shall represent it at meetings of the Association and such person shall serve until such time as his successor is named and seated. Each member shall be permitted to designate and appoint one alternate to serve instead of such accredited representative in the event of his absence. OFFICERS 10. At said organization meeting and at each annual meeting there- after, the members shall elect by majority vote, a President, a Vice President, 87 a Treasurer and a Secretary. These officers shall serve, without compensation, for one year or -until their successors have been duly elected and installed in office. They shall perform the duties ordinarily performed by such officers, and such other duties as may be assigned to them by the members. EMPLOYEES 11. The members may select and employ a Manager, and such other help as may be necessary to carry on the activities of the Association and shall fix the duties and compensation of such employees. DUTIES OF PRESIDENT 12. It shall be the duty of the President to preside at all meet- ings of the Association, and he shall be ex officio member of all committees. DUTIES OF VICE PRESIDENT 13. In the absence of the President or in case of his incapacity, it will be the duty of the Vice President to perform the duties of the President. DUTIES OF SECRETARY H. The Secretary shall keep an accurate record of the proceedings of the Association and shall issue all calls and notices ordered by the Presi- dent. He shall have custody of all official papers and records, except those of the Treasurer. He shall, furnish promptly to the Federal Maritime Board, Washington, D. C. a copy of the minutes of each meeting. DUTIES OF TREASURER 15. The Treasurer shall keep an accurate record of the receipts and disbursements of the Association and shall be responsible for the funds of the Association. At the expiration of his term of office, he shall turn over to his successor the funds of the Association and the financial books and records. EXECUTIVE COMMITTEE 16. The above named officers namely, President, Vice President, Secretary and Treasurer, shall constitute the Executive Committee, of which the President shall be the Chairman. In addition to the duties hereinabove set out, it shall carry on the customary routine executive duties of the Association, subject at all times to the directions and orders of the Associa- tion. COMMITTEES 17. The President shall appoint such committees as may from time to time be necessary, except that there shall be a Traffic Committee on Tariffs and Practices, consisting of a representative of each member appointed by such member, which Committee shall annually elect its own chairman and vice- chairman. The Committee on Tariffs and Practices shall investigate and study operating costs, methods and practices, as well as traffic conditions, in order to determine just and reasonable rates, charges, classifications, rules, regula- tions and practices at ports in the State of California, and to recommend to the membership the adoption of such rates, charges, classifications, rules, regulations and practices. MEETINGS 18. (a) The annual meeting of this Association shall be held between September 1st and November 30th of each year, at the call of the President, upon one month's written notice, provided the force of this section may be abrogated by unanimous consent. (b) Special meetings of the membership shall be called by the President at his own discretion or upon the written request of five (5) members. The purpose of such special meeting shall be set forth in the notice which shall be mailed by the Secretary to the members at least one (l) week before the date of the meeting, and no business other than that for which the meeting is called shall be transacted, provided, however, if all members are present and unanimously agree, any other matters within the scope of the agreement may be dealt with at such meetings. (c) The President, at his own discretion, may, or upon the'written request of five (5) members, shall, call a meeting by correspondence and the President shall fix the date thereof. A notice of the call of any meeting by correspondence shall be given by the Executive Secretary in writing by mail to each member and shall be postmarked not less than ten (10) days prior to the date fixed for any such meeting by correspondence, which notice shall state the manner of call of said meeting by correspondence, state the date fixed for said meeting by correspondence, contain the subject or subjects to be voted upon at such meeting together with the text of any resolutions or any other actions proposed for vote and contain a ballot form of subjects corresponding to the agenda by which the members may register their votes upon any or all of subjects set forth in the agenda for such meeting by correspondence. A member shall be deemed to have voted on a subject at a meeting by correspondence (a) if the member shall have communicated its vote, in the affirmative or in the negative, on such subject to the Executive Secretary in writing, by mail or otherwise, and if such communication is received by the Executive Secretary or is postmarked prior to midnight of the date fixed for such meeting by corres- pondence or (b) if the member shall have failed to communicate its vote on such subject to the Executive Secretary in the manner and within the time specified in Clause (a) above, in such event its vote on such subject shall be deemed to be and shall be entered as in the affirmative. Any resolution or other action proposed and adopted at a meeting by correspondence shall have the same force and effect as though such resolution or other action had been adopted or taken at an annual or special meeting of this Association. QUORUM 19. For the purpose of transacting business at a meeting of the Association, a quorum shall consist of not less than (■§■) one-half the member- ship of the Association in good standing. VOTINQ 20. Except as provided in Articles 1, 10, and 25, all action shall be taken in behalf of the Association by a three- fourths vote of the members; provided that no action shall be taken in behalf of the Association relative to approving the amendment, supplementing, or reissuance of, or agreeing to amend, supplement, or reissue, any or all of the tariffs, of members with respect to any of the rates, charges, classifications, rules, regulations or practices prescribed therein except on unanimous vote of the members. At all Association meetings (other than meetings by correspondence), any member may have more than one representative present who may participate in the discussions and offer motion, but each member is limited to one vote, provided that any member absent or present and recorded as not voting, may subsequently on proposed actions that require a unanimous vote or that have failed to pass without the vote or votes of any such absent or non- voting member or members, within ten (10) days from the date of mailing of registered notice, which shall be sent forthwith by the Secretary to the member thus entitled, cast the vote of such member thereon in writing by registered mail to the Secretary; provided further, that if no dissenting vote is case, said member's vote, after said ten (10) days limitation, shall be declared to have been case in the affirmative. No member of the 91 Association shall have the right to vote at any meeting, or to be represented on any committee, or to participate in any other Association activity, if delinquent in the payment of any assessment or if delinquent two (2) months or more in the payment of dues, and any such member so delinquent shall be excluded in determining the number of members required to constitute a "majority vote", a "three- fourths vote", or a "unanimous vote", wherever such terms are used in this Agreement. ANNUAL BUDGET 21. An annual budget of revenue and expenditures shall be prepared by the Executive Committee, and presented to the membership at the annual meet- ing. Adoption of the budget shall require a three-fourths vote of the membership. DUES AND ASSESSMENTS 22. The monthly membership dues shall be fixed by the members, and shall be due and payable monthly in advance on the first day of each month. The members shall not fix uniform dues for all members, but shall graduate the dues of the various members upon such basis as may be equitable. In order to meet extraordinary expenses, the members shall have power to levy assessments, which assessments shall be graduated for each member upon the same basis as the dues are graduated. Such assessments shall be payable when levied, and shall become delinquent for (4) months after the date of mail- ing notice thereof to each member. ORDINARY EXPENSES 23. (a) Ordinary expenses shall be understood to mean those provided for in the Annual Budget and shall be handled in accordance with Section 24. EXTRAORDINARY EXPENSES (b) The President and Treasurer may disburse for extraordinary expenses not to exceed $100.00 per month unless prior approval has been obtained from three- fourths (3A'a) of the members of this Association. PAYMENT OF BILLS 24.. Bills against the Association shall be paid by the Treasurer when approved by the President. AMENDMENTS 25. This agreement may be amended at any regular or special meeting of the membership of the Association. Any proposal to amend this agreement shall be submitted in writing. Unanimous vote of all the parties hereto shall be required for adoption of any amendment. COMMISSION APPROVAL 26. No amendments of this agreement shall become effective until approved by the Federal Maritime Board pursuant to Section 15 of the Shipping Act, 1916, as amended. PAST PRESIDENTS 27. When a President of this Association retires as its principal officer, he shall thereupon be recognized and thereafter continue to be an Honorary Member of this Association, and, if not representing any port, such reasonable expenses as the immediate Past President may incur in attending its meetings shall be paid by the Association. PROGRAM AND POLICY COMMITTEE 28. The President, Vice President, Secretary, Treasurer and the immediate Past President of the Association shall constitute the Program and Policy Committee of which the immediate Past President shall be Chairman for the ensuing year. With the view of recommending improvements, it shall be the duty of the Committee to review the Associations activities and policies 93 from time to time and to formulate and present such recommendations in regard to program and policies as it deems necessary for the welfare of the Associa- tion. It shall perform such other duties as may be referred to it by the Association. 9U LOCAL RULES AND REGULATIONS Local rules and regulations applicable at each port are promulgated by local or state port authorities and the enforcement of same is the responsibility of the harbor master, port warden or other official of the port. Space does not permit close examination of the various rules at each port but, in general, local rules and regulations cover safety features in handling and berthing ships and protective measures governing cargo. Such rules and regulations, of course, are subordinate to Federal statutes. Detailed information is contained in individual port tariffs. Although such tariffs fail to follow a standard format with respect to rules and regulations, an indication of pertinent topics is revealed in the rules and regulations applicable at the Port of Los Angeles, a digest of which is reproduced below: Fishing barges . - No barge or other watercraft may be anchored in Los Angeles Harbor for the purpose of selling fish, bait, or any other article or commodity without having first obtained a permit from the General Manager of the Harbor Department. Turning vessels . - No vessel shall turn completely around in the main channel of the inner harbor except in that portion designated as the "Turning Basin. " Mooring vessels . - No vessel shall make fast to any wharf, or remain moored immediately in front thereof without the consent of the harbor master or person in charge of any such wharf. No rope or mooring shall be made fast to any part of a wharf other than the mooring piles or mooring bitts or rings provided for the purpose. All mooring lines must meet the approval of the harbor master or wharfinger in charge. No line shall be stretched across a slip without first obtaining permission from the Harbor Department. Any vessel lying across end of any pier or wharf, or Whose stem or bow extends beyond the edge or end of any pier or wharf, and 95 every vessel lying alongside another vessel berthed at wharf shall be responsible for any and all damage to itself or to any other vessel. No vessel shall use any dolphin at the outer end of any wharf to break or warp around, or to turn or swing such vessel with the stem of such vessel against the wharf. No vessel shall be made fast to any buoy belonging to City of Los Angeles, except in emergency, without consent of Harbor Depart- ment, and any such vessel shall at all times be subject to removal •* at its expense by order of the Harbor Department. Person in charge . - All vessels must have one person aboard at all times authorized to take such action in any emergency as may be demanded by order of the general manager, Harbor Department. Upon failure of party in charge to change position as directed, the general manager is authorized to board and change the position thereof at the expense of the vessel. Speed of vessels . - No vessel shall be operated at speeds greater than indicated below: Nautical Miles per hour Inner Harbor Outer Harbor Vessels drawing between 5 feet and 20 feet 7 1/2 Vessels drawing more than 20 feet 6 Less than 5 feet 10 15 Lights at night . - All vessels anchored or moored in Los Angeles Harbor shall conform to the rules and regulations of the United States regarding anchor lights. Vessels lying at wharves, or alongside of a vessel so berthed must show proper lights and be provided with adequately lighted gang- ways and manropes and a watch maintained thereon. No running lights shall be displayed upon any vessel lying at a wharf. Towing . - Towing lines or hawsers shall conform to lengths deemed necessary by general manager of the Harbor Department. Obstructions to navigation . - No person shall tie up or anchor any vessel in any navigable channel within Los Angeles Harbor in such man- ner as to prevent or obstruct the navigation or passage of other vessels or voluntarily or carelessly to sink or permit to be sunk any vessel or obstruction in navigable waters; or to float loose timbers, logs or piles in navigable waters in such manner as to obstruct, impede or endanger navigation. 96 Any vessel or object sunk accidentally or other iri.se irust be marked immediately by owner or person in charge thereof with a buoy or beacon during the day and a lighted lantern at night, and to maintain such marks until sunken vessel or object is removed or abandoned. Owners or persons in charge of sunken vessels or other objects must commence the immediate removal of the same and prosecute such removal diligently. Failure to do so shall be considered as an abandonment. Sunken wrecks . - VJhenever navigation is obstructed or endangered by any sunken vessel or other object for a period of 30 days or longer or abandonment of same can be legally established in less time, such vessel or object shall be subject to be broken up, removed or other- wise disposed of by the Board without liability for any damage to the owner. In case of vessels or other objects sinking, grounding or being un- necessarily delayed in navigable waters in such manner as to stop, seriously interfere with or specifically endanger navigation, the general manager of the Harbor Department is empowered to take immediate possession of such vessel or other object and remove or destroy it in order to immediately clear the navigable waters provided however that the general manager may at his discretion give notice in writing to the owner or person in charge to remove such obstruction. Any expense incurred by the Harbor Department in removing any obstruction shall be a charge against vessel and cargo, or object, and if the owner thereof shall fail or refuse to reimburse the Board within 30 days after notification, then the Board may sell vessel or cargo, or object, or any part not destroyed in removal and the proceeds of sale paid into the Harbor Revenue Fund. Dumping refuse material . - No refuse matter or other substance of any kind or description whatever shall be thrown, discharged, or de- posited either from or out of any vessel, or from a shore wharf, manufacturing establishment or mill into navigable waters of Los Angeles Harbor, or deposit same (on the bank of any navigable water) where such may be cashed into the navigable waters and impede navigation; provided however, that nothing in this section shall apply to or prohibit operations in connection with harbor improvement or construction of public works and, provided further, that nothing shall apply to prohibit depositing such refuse material in the navigable waters within limits and under such conditions as may be prescribed by the Harbor Department or the proper engineer officer of the Department of Defense. 91 No decayed or decaying fruits, fish or vegetables, or the carcass of any dead animal or putrifying matter or any rubbish or refuse of any kind may be thrown, discharged, or deposited upon any wharf, landing, thoroughfare or other place under jurisdiction of Board. Persons responsible for depositing any of the above material must remove same immediately, or it will be removed by the Harbor Department at the expense of such person. Petroleum gas . - No liquified petroleum gas may be handled or,, stored on any wharf except under the following conditions: Such liquified petroleum gas shall be contained in packages equivalent to the requirements of the Interstate Commerce Commission, and may be handled or stored on end in any quantity at any time at Berth 181, or in any quantity at any marine oil loading wharf or marine oil service station excepting upon the wharf at such station for periods not exceeding twenty-four hours; Drovided however, that liquified petroleum gas in containers as specified herein may be handled direct from car, truck, trailer, or barge to vessel, or vice versa, at any wharf upon securing a special permit so to do from the Board, subject to the approval of the chief engineer of the fire department. Petroleum products . - Except as hereinafter provided, it shall be unlawful for any person to handle any gasoline, distillate, or any other liquid petroleum product which will flash below 175 degrees Fahrenheit, closed cup test, in bulk to or from any vessel except at a marine oil loading wharf, marine oil service station wharf, or any other wharf especially designed for that purpose by the Board, subject to the approval of the chief engineer of the fire department; and any such handling shall be done only from and by means of pipe line and hose suitably equipped and provided with a closed connection and valve between the supply pipe and hose; provided however, that bulk delivery of petroleum products which flash below 100 degrees Fahrenheit, other than bunker oil, shall. not be made unle&s-^there be a closed connection between the hose and the ship tanks. No such handling shall be done between sunset and sunrise unless the premises are lighted only by incandescent electric lights protected by approved vapor proof globes, vapor proof switches, or vapor proof remote control switches. Nothing herein contained shall prevent the handling of bunker oil which does not flash below 130 degrees Fahrenheit, closed cup test, between barge and vessel direct; and nothing herein contained shall prevent the handling of any liquid petroleum product which flashes below 130 degrees Fahrenheit, closed cup best, direct between barge and vessel at any point in the outer harbor upon securing a special permit so to do from the general manager, subject to the approval of the chief engineer of the fire department, except that any such handling may be done direct between barge and naval vessels anchored in the outer harbor without securing such permit. It shall be unlawful for any person to handle and deliver any liquid petroleum in bulk from any wharf to any vessel, or vice versa, unless such vessel is made fast to and is lying directly along side of such wharf. Low flash point flammable liquids. - No vessel used for the transportation of petroleum products or flammable liquids in bulk which will flash below 100 degrees Fahrenheit, closed cup test, shall be permitted to lie alongside of or make fast to any wharf or vessel without first obtaining special permission therefore from the general manager ; provided however, that nothing herein shall aoply to any such vessel when the same is made fast to or lying alongside of any marine oil loading wharf. Definition of flash point . - The determination of the flash point of liquids~covered by these rules shall be in accordance with the American Society for Testing Materials' Standard Method of Tests, Designation D 56-36, using the Tag Closed Tester for all volatile flammable liquids flashing below 175 degrees Fahrenheit with the exception of products classed as fuel oil, and using the Pensky- Martens Closed Tester for fuel oil, Designation D 93-U6. Empty drams, etc. - Empty drums, tanks, barrels, and other containers, used for the storage or transportation of gasoline, distillate, kerosene, or other flammable products, shall not be allowed to remain on any wharf or landing after sunset of the day received without securing a special permit so to do from the general manager, subject to the approval of the chief engineer of the fire department. Explosives on vessels . - (a) It shall be unlawful for any person to handle, transport, load, discharge, stow, or retain any dangerous cargo on any vessel in Los Angeles Harbor unless such person shall have fully complied with the provisions of the federal regulations, entitled "EXPLOSIVES OR OTHER DANGEROUS ARTICLES ON BOARD VESSELS," as amended, promulgated by the Secretary of Commerce pursuant to Sec. UU72, as amended, U. S. Revised Statutes (1;6 U. S. C. Para. 170) and entitled "U.S. COAST GUARD TANK VESSEL REGULATIONS," as amended, promulgated pursuant to Sec. U±17a of the U. S. Revised Statutes (J4.6 U.S.C. Para. 391a), and any other applicable federal, 99 state, or municipal laws or regulations. (b) It shall be unlawful for any person to handle, transport, load, discharge, stow, store, or retain any class of explosives on any vessel, lighter or barge, on any dock or wharf, or in any transit shed, in Los Angeles Harbor, unless such person shall first have applied for and been issued a SPECIAL EXPLOSIVES PERMIT by the General Manager, subject to the approval of the Chief Engineer of the Los Angeles Fire Department, and unless such person shall agree to and shall comply with all of the terms and conditions that may be specified in such SPECIAL EXPLOSIVES PERMIT. The General Manager is authorized and empowered to issue such SPECIAL EXPLOSIVES PERMITS upon proper application therefor, and to provide therein such addi- tional terms and conditions not contrary to or inconsistent with any applicable federal, state, or municipal laws or regulations, relative to the handling, transporting, loading, discharging, stowing, storing, or retention of all classes of explosives, as in his discretion may be necessary or desirable in the interest of public safety and security. Applications for SPECIAL EXPLOSIVES PERMITS shall be in writing, shall be made as far as practicable in advance of the time required for use, and shall include a description of and the quantity, stowage, and other oertinent information relative to the explosives desired to be handled, transported, loaded, discharged, stowed, stored, or retained. (c) It shall be unlawful for any vessel to bring into Los Angeles Harbor, exclusive of the explosives anchorage, any Class A explosives, as defined in the specific federal regulations named in paragraph (a) of this rule, except as provided in this rule and in such quantities and in such places and manner as may be designated by the General Manager subject to the approval of the Chief Engineer of the Los Angeles Fire Department. It shall be unlawful for any person to discharge, unload or handle any Class A explosives, except small caliber fixed ammunition, directly from any vessel to or upon any wharf in Los Angeles Harbor, or to handle, load or stow the same from any wharf directly upon any vessel. Any vessel, upon entering Los .Angeles Harbor, with any Class A explosives aboard, which intends to handle, load, discharge or stow other cargo in Los Angeles Harbor, shall first discharge all Class A explosives, except small caliber fixed ammunition, that are not stowed or contained in sealed hatches or sealed steel magazines, onto a barge, lighter or other vessel provided for the purpose at such point as may be designated by the General Manager or proper Federal authority before said vessel shall be allowed to berth at any wharf in Los Angeles Harbor. After such vessel has finished handling, discharging, loading or stowing her other cargo at berth, she shall pick up all of the aforesaid explosives on her way to sea. In case such Class A explosives are for discharge or unloading at Los Angeles Harbor, the same shall be transferred from such barge, lighter or other vessel to shore at such place and in such manner, as the General Manager, subject to the approval of the Chief Engineer of the Los Angeles Fire Department may designate. Such Glass A explosives for outbound shipment from Los Angeles shall be handled in the same manner as herein provided for inbound Class A explosives, and the General Manager may, subject to the approval of the Chief Engineer of the Los Angeles Fire Department, permit such outbound explosives to be delivered direct from shore boat to ves- sel at the place designated for that purpose by the General Manager or proper Federal authority. It shall be unlawful for any person to open any sealed hatch or sealed steel magazine containing any Class A explosives, except small caliber fixed ammunition, or to cause or permit any such sealed hatch or magazine to be opened, aboard any vessel while the same is berthed at any wharf in Los Angeles Harbor, except for purposes of inspection. (d) Vessels carrying Class A explosives, as defined in the specific federal regulations named in paragraph (a) of this rule, shall immediately proceed to the explosives anchorage or to such other place as may be specially designated, and there be subject to an inspection by the General Manager and the Chief Engineer of the Los Angeles Fire Department. Should such inspection di.sclose conditions that in the opinion of the General Manager or the Chief Engineer of the Los Angeles Fire Department make any such vessel unsatisfactory or unsafe to enter Los Angeles Harbor, such vessel shall remain at or return to the explosives anchorage until such conditions have been corrected and such vessel has been passed by the General Manager, subject to the approval of the Chief Engineer of the Los Angeles Fire Department. If entry of any vessel, having Class A explosives on board, is not permitted by the General Manager, such vessel shall discharge any Class A explosives onto a barge, lighter or other vessel provided for the purpose at such place as may be designated by the General Manager or proper Federal authority before such vessel shall be allowed to berth at any dock or wharf in Los Angeles Harbor . (e) It shall be unlawful for any vessel to bring 2£ tons or more of ammonium nitrate into Los Angeles Harbor, exclusive of the explosives anchorage, unless a special permit shall have first been applied for and been issued by the General Manager, subject to the approval of the Chief Engineer of the Los Angeles Fire Department, and unless the terms and conditions of such special permit shall be fully complied with. Applications for such special permits shall be made as far in advance as practicable of the anticipated arrival of cargoes of ammonium nitrate consisting of 2$ tons or more. (f ) The General Manager is authorized and empox^ered to refuse permission to any vessel carrying explosives or dangerous cargo to berth at any dock or wharf in Los Angeles Harbor whenever in his jadgment such berthing would be dangerous or hazardous. 101 Explosives on wharves . - (a) Except as otherwise provided, it shall be unlawful for any person to permit any Class A explosives, as defined in the specific federal regulations named above, to remain on any dock or wharf or in any transit shed, or to be stored in any manner while awaiting transit on any street, railroad yard, or on any property under the control and jurisdiction of the Board cf Harbor Commissioners unless such person shall have first applied for and been issued a SPECIAL EXPLOSIVES PERMIT, and unless such person shall agree to and shall comply with all the terms and conditions, including the provisions of adequate guards and specifi.c locations, that may be specified in such SPECIAL EXPLOSIVES PERMIT. (b) Except as otherwise provided, it shall be unlawful for any person to handle, transport, discharge, or load any 31ass A explosives, or to handle, transport, discharge, load, store, or retain any Class B or Class C explosives, all as defined in the specific federal regula- tions named above, on any dock or wharf or in any transit shed or on any property under the control and jurisdiction of the Board of Harbor Commissioners unless such person shall have first applied for and been issued a SPECIAL EXPLOSIVES PERMIT, and unless such person shall agree to and shall comply with all of the terms and conditions that may be specified in such SPECIAL EXPLOSIVES PERMIT. Bonfires . - It shall be unlawful for any person to make or use any bonfire or open fire for the burning of rubbish or refuse mater- ials on any premises under the jurisdiction of the Board, except at such places as may be designated by the General Manager. Fire fighting apparatus . - It shall be unlawful for any person to obstruct or interfere with the free and easy access to, or to use, remove or in any mariner distrub, any fire extinguisher, fire hose, fire hydrant, or any part of any fire sprinkler system, or any other fire-fighting appliance or apparatus installed in or upon any wharf, warehouse or other building, structure or premises under the juris- diction of the Board, except for the prevention of fire; provided, however, that nothing herein contained shall prevent the making of necessary repairs or tests by any person duly authorized so to do. Spark protector . - Every steam or donkey engine when used upon any wharf or landing, and every pile driver when working on or alongside any wharf, must have upon its smokestack a bonnet or spark catcher that will effectually prevent sparks from falling upon such wharf or upon the deck of any vessel. In operating any donkey or hoisting engine in or under any shed there must be provided by the owner or operator a bent or curved pipe, with spark arrester, extend- ing to the outside of the shed, and owners' and operators of such engines must clean up and remove all ashes, cinders and waste from their engines. Smoking . - (a) It shall be unlawful for any person to smoke or possess any burning cigaretbe, cigar or pipe, or to light any match, cigarette lighter, cigar lighter, or to use or operate any other apparatus or contrivance for producing a spark, flame or fire, or to use or carry any open flame or lighted lantern, or for any person to permit any smoking or the possession of any burning cigar- ette, cigar or pipe, or the lighting of any match, cigarette lighter, cigar lighter, or the use or operation of any other apparatus or contrivance for producing a spark, flame or fire, or the use or carrying of any open flame or lighted lantern, upon any wharf or municipal ferry or in any transit shed in Los Angeles Harbor, except in such areas thereon or therein as may be authorized and posted as smoking areas by the General Manager, subject to the aporoval of the Chief Engineer of the Los Angeles Fire Department. (b) It shall be unlawful for any person to smoke or possess any burning cigarette, cigar or pipe, or to light any match, cigarette lighter, cigar lighter, or to use or operate any other apparatus or contrivance for producing a spark, flame or fire, or for any person to permit any smoking or the possession of any burning cigarette, cigar or pipe, or the lighting of any match, cigarette lighter, cigar lighter, or the use or operation of any other apparatus or contrivance for producing a spark, flame or fire, or the use or carrying of any open flame or lighted lantern, on board vessel while anchored, moored or berthed at any dock or wharf in Los Angeles Harbor while Class A explosives are being loaded or discharged; or at any other time, except at such times and in such olaces, exclusive of cargo holds and hatches, as may be permitted by the master or other person in charge of any such vessel and as may not be in violation of any applicable federal, state or local laws or regulations. Motor vehicles on wharves . - It shall be unlawful for any person to drive or operate any motor vehicle onto or upon any wharf or land- ing at Los Angeles Harbor except for the purpose of loading or dis- charging freight or passengers, or while actually engaged in the performance of necessary duties which require the presence of such vehicle on such wharf or landing. Vehicles must be under the constant attendance of an operator who shall immediately remove such vehicle from such wharf or landing upon the completion of necessary business thereon. Dripping oil . - It shall be unlawful for any person to drive or operate, or to cause or permit to be driven or operated, onto or across any wharf or landing, any motor vehicle from which any gasoline or oil is dripping. 103 Filling fuel tanks . - Fuel tanks of any motor vehicle shall not be filled or emptied with gasoline, or other product of petroleum, while on any wharf or landing. Sand for absorbing waste oil . - Suitable sand shall be kept in buckets and used for absorbing waste oil which may fall upon the floors of wharves, and such sand, when saturated, shall be removed to a safe place outside the wharf and premises. It shall be the duty of persons holding berth assignments to comply with and enforce this rule on wharves assigned to them. Motor vehicles on wharves . - Motor vehicles to be stored on any wharf must be drained of all gasoline or other liquid petroleum products, except at such places as the Board may otherwise designate. Chutes required . - It shall be unlawful for any person to handle or transfer any fish, coal, ballast, stone, bricks, ashes, cinders, sand, rubbish, or other loose matter or material that will sink, from any wharf to any vessel, or vice versa, or from one vessel to another vessel, unless a canvas or other chute or contrivance is used in such a manner as will effectually prevent any part of such substances from falling into the water. Life preservers . - It shall be the duty of every owner, agent, lessee or operator of any wharf at Los Angeles Harbor to furnish and keep in place on such wharf suitable ring life preservers with ropes or lines attached thereto at least two hundred feet in length. Weight on wharves . - No weight exceeding 500 pounds per square foot, or its equivalent, shall be allowed or permitted on any wharf. No load exceeding 7 1/2 tons, except in case of a single package, shall be admitted on or taken off any wharf. A single package exceeding 7 1/2 tons may be admitted on or taken off a wharf with permission of the General Manager and upon compliance with such conditions as he may impose. Wharves in dangerous condition . - Whenever any wharf or any portion thereof located at Los Angeles Harbor is in such defective or damaged condition as to be unsafe or dangerous to persons or property on or near the same, it shall be the duty of the owner, agent or person in charge thereof to immediately fence such unsafe or dangerous wharf, or portion thereof, and keep the same so en- closed until the necessary repairs are made. Whenever any wharf, or any material on any wharf, shall fall into the water, it shall be the duty of the owner, agent or person in charge of such wharf or material to forthwith remove the same from such waters and if such owner, agent or person in charge thereof, neglects, fails, or refuses to comply with the orders of the Harbor Department it shall be the 10U duty of the General Manager to fence, repair or remove the same, in which event such o^ner, agent or other person aforesaid shall be liable for and charged with the cost and expense of such removal. Wilful damage to property . - Every person and every vessel responsible for any damage to any municipal property of any kind or character under the jurisdiction of the Board shall be held liable for and charged with the cost and expense of the replacement or repair of the property so damaged or destroyed. In the event any damage is done to a wharf or wharf premises by any person or vessel, the wharfinger in charge must forthwith report in writing to the General Manager the extent of the damage, together with the name of tae person or vessel causing such damage, the date and hour, if possible, and the names and addresses of persons witnessing such accident. The expense of repairing said damage will be charged against the person or vessel responsible therefor. Speed limit on wharves . - Any person operating or driving a motor vehicle or other vehicle upon any municipal wharf shall operate or drive the same at a careful and prudent speed not greater than is reasonable and proper, having due regard to the traffic, surface and use of the wharf. Maximum rate of speed allowed shall be 10 miles per hour. Motor vehicles for hire - It shall be unlawful for any oerson to operate any passenger carrying motor vehicle for hire upon any of the wharves, lands or roadways under the jurisdiction of the Board without first having obtained a permit so to do from the General Manager. Passenger carrying vehicles operated over harbor department roadways between fixed terminal as common carriers for hire snail not be included under this rale. Inspection . --Every member of the Board, the General Manager, and his duly authorized agent are hereby authorized and empowered to enter and inspect any vessel to ascertain the kind and character of merchandise or cargo thereon, or her condition in any respect; and are also authorized and empowered to enter and inspect any wharf, warehouse, or other industry or establishment situated in territory within the jurisdiction of the Board for the purpose of carrying out the powers and duties imposed upon the Board by tne charter of the City of Los Angeles or otherwise by law. Penalties . - It shall be unlawful for any person, firm or corporation to utilize or make use of any wharf, landing or other utility operated by the City of Los Angeles, or to make use of the navigable waters of Los Angles Harbor, without paying to said Board the proper toll, charge or fee therefor as may be fixed and speci- fied in this order, and every person, firm or corporation violating any of the provisions of this order respecting the payment of any such toll, charge or fee, shall be deemed guilty of a misdemeanor 105 and upon conviction thereof shall be punishable by a fine of not more than $500 or by imprisonment in the city jail for a period of not more than 6 months, or by both such fine and imprisonment. It shall be unlawful for any person, firm or corporation to fail, refuse or neglect to comply with any of the provisions of the rales and regulations prescribed by this order, and any person, firm or corporation violating any of the provisions of these rules and regulations shall be guilty of a misdemeanor and upon conviction thereof shall be punishable by a fine of not more than $5>00 or by ,. imprisonment in the city jail for a period of not more than 6 months, or by both such fine and imprisonment. 106 LONGSHORE LABOR ALASKA, PACIFIC COAST AND HAWAII INTRODUCTION The tabulated data on longshore labor in Alaskan, Pacific Coast and Hawaiian ports has been extracted and assembled after study and analjrsis of labor-management collective bargaining agreements and various statistical publications prepared by the International Longshoremen's and Warehousemen's Union, Independent, representing the employees, and the Pacific Maritime Association, representing employers in Pacific Coast ports. The aforementioned labor-management agreements stipulate base wage rates and related pay schedules effective mid- June, I960. These agreements, while providing for annual wage reviews, do not prescribe the increased hourly pay rates for subsequent years as do the agreements for Atlantic Coast ports. Base wage rates, overtime and penalty cargo rates shown for Alaska, Pacific Coast and Hawaii are therefore in effect as of January 1, 1961, but subject to change upon the various contract's anniversary dates, generally during June 1961. ALASKA Of the seven Alaskan ports included in the following tabulations, only two are covered by contracts of the Marine Staff Officers, Office and Allied Personnel, Alaska District, an affiliate of the Seafarers' Inter- national Union of North America, (SIUNA) Pacific District, AFL-CIO. The remaining five Alaskan ports are covered by contracts with the International Longshoremen's and Warehousemen's Union, (ILWU) Independent. 107 Longshore labor in the Alaskan ports is affected by the longstanding agreement between the Sailors' Union of the Pacific, an affiliate of the SIUNA, Pacific District, and both the shipowners in the Alaska Trade and Alaskan longshore unions, that sailors aboard ship will be accorded the right to perform the work of longshoremen in loading and discharging cargo at one hold of the ship when in Alaskan ports. The SIUNA, in its agreements covering the ports of Anchorage and Kodiak longshore work, provides for the participation of sailors in the handling of cargo. The ILWU agreements for the ports of Seward, Juneau, Sitka, Wrangell and Ketchikan do not specifically provide for the performance of longshore work by ships' crews. However, the regular availability of a skilled longshore work force in all Alaskan ports is such that some reliability must be placed on ships' crews for the handling of cargo to whatever extent local port conditions may necessitate. All longshore wage rates for the Alaskan ports are based on rates prevailing in Pacific Coast ports, supplemented by a 30 percent differential. Basic hourly straight and overtime wage rates differ between the SIUNA and the ILWU ports due to the higher hourly rates paid in Anchorage and Kodiak which include supplemental allowance in lieu of established vacations, welfare and pensions. Longshoremen in the ILWU ports do not receive any supplemental allowances for fringe benefits as employers make specified contributions into jointly administered funds for vacations, welfare and pensions. Special supplementary hourly rates for various categories of penalty cargo also differ between the SIUNA and ILWU ports as shown in the following tabulations. PACIFIC COAST Of the thirty-two ports in the tri -state area comprising the Pacific Coast, all but Port /mgeles, Washington are covered by longdiore contracts of the ILWU. Longshore labor at Port Angeles has been represented since 1958 by the SIUNA, successor to the International Brotherhood of Longshoremen. The ILWU coastwise longshore agreement is a standardized contract with basic provisions applicable to all ports. Exceptions or variations exist in several areas due to local customs, practices, procedures or circumstances which are not always reflected in the formal labor-management agreements and are therefore excluded from the following tabulations. The standard coastwise longshore agreement, originally due to expire in 1962, has been extended for five years with annual reviews on wages and other matters. The basic provisions of this coastwise agreement are the subject of the following tabulated material, reflecting straight time, overtime and penalty cargo rates, together with minimum woric guarantees. The Mechanization and Modernization Agreement reached between labor and management in October, I960, supplements the standard coastwise long- shore agreement and provides: 1. No layoffs 2. A guarantee of minimum weekly earnings 3. Early retirement or lump benefit at normal retirement ii. Additional death and disability benefits $. No speedup or infringement of safety rules In exchange for these provisions and the attendant costs, the employers are relieved from contract restrictions governing work rules on sling loads, 109 first place of rest, multiple handling, gang sizes and manning scales, so as to permit efficient operation by changed methods of work and utilization of labor saving devices. Time has not yet permitted full implementation of the various forms of containerization or unitization which can be applied to cargo operations. As management prepares to extend modernization on the piers or initiate _ other aspects of labor-saving procedures, the related impact on minimum work guarantees, gang sizes and s ling load limits will reflect the degree of cooperation which labor and management has successfully attained in this regard. Employer contributions, which will maintain the Mechanization and Modernization Fund whereby longshore labor will share in the savings realized by new cargo operations, are not yet too clearly defined. These observations, coupled with the fact that current cargo operations of the conventional type will predominate in Pacific Coast ports during the immediate future, have indicated the practicality of postponing, at this time, a detailed study on longshore work methods as they may be affected by area-wide mechanized cargo operations. HAWAII Of the six Hawaiian ports included in the following tabulated data, all but Kawaihae are covered by ILWU longshore contracts. The port of Kawaihae maintains no regular constituted longshore gangs. Bulk sugar and molasses cargoes provide the only activity at a new sugar pier facility. The basic hourly straight time longshore wage rate in the Hawaiian ports first attained parity with Pacific Coast longshore rate on June 16, 1959. Commencing in early 195>0, the Hawaiian longshoreman's basic wage rate was 31 cents below that of his Pacific Coast counterpart. As the respective basic hourly wage rates slowly increased each year, the gap between these rates narrowed although the Hawaiian rate was subjected to a time lag approximating two years before reaching the same wage rate level of the Pacific Coast. This time lag was also reduced during the ten year period, decreasing to 18 months in 1956 and to 8 months in 1957 • In 1958, the wage rate differential between the two areas amounted to three cents, this differential finally being eliminated in June of 1959 • Supplementary hourly wage rates for penalty cargoes while patterned after those used in Pacific Coast ports, do not cover many of the higher penalties paid for the handling of certain commodities. In many instances, it is the absence of the penalty cargoes in certain categories which would render several of the penalty rates meaningless. It is to be noted that the double time rate of pay when handling explosives is not applied to the Hawaiian ports. General provisions contained in the collective bargaining agreements for the Alaskan, Pacific Coast and Hawaiian ports have a tendency to follow labor-management agreements usually initiated at San Francisco. This basic standardization will be found in considerable evidence throughout the following pages of tabulated data. TABLE XII MAJOR PROVISIONS OF LONGSHORE LABOR CONTRACTS ATLANTIC AND PACIFIC COASTS - ALASKA AND HAWAII ATLANTIC COAST PORTS PACIFIC COAST PORTS ALASKA NORTH ATLANTIC 3/ . SOUTH ATLANTIC 2/ HAWAII CONTRACTS: Effective Date Termination Date Oct. 1, 1959 Sept. 30, 1962 Dec. 1, 1959 Sept. 30, 1962 June 15, 1959 June 15, 1962 June 16, 1959 June 15, 1962 June 18, 1956 , June 15, 1961 if HOURLY WAGE RATES: Effective Date Straight Time Rate Oct. 1, 1960 * 2.97 $ 4.455 Oct. 1, I960 $ 2.91 $ 4.365 June 13, 1960 $ 2.82 1 4.23 June 13, 1960 . $ 3.67 u. $ 5.505 * June 16, I960 % 2.82 $ 4.23 Automatic Increase Due Oct. 1, 1961 Oct. 1, 1961 None None y None y Increased S.T. Rate Increased O.T. Rate $ 3.02 $ 4.53 $ 2.96 * 4.44 " : DAILY STRAIGHT TIME HOURS: Mondays through Fridays 8 (bet. 8am-5pm) 8 (bet. 8am-5pm) First 6 (bet. 8am-5pm) First 6 (bet. 8am-5pm) 8 (bet. 7am-4.pm) EMPLOYER CONTRIBUTIONS: * Pension Fund (per man-hr.) Welfare Fund do Vacation Fund do 14 cents 21 cents 2/ 21 cents 2/ 48 cents 2/ 15 cents 14 cents 22 cents 22/ 17i* S.T.; 26-»-# O.T. $.1375 11/ & 15# S.T.; 22^ O.T. 14 cents $ 9.09 per mo.il/ None y*/ I Searsport, Maine to Hampton Roads, Virginia. / Morehead City, North Carolina to Miami, Florida. / Termination date to coincide with date of wage review between PMA and ILWU at San / Includes 30 percent Alaska Differential; Straight Time Rate of $4,085 applies to / Includes 30 percent Alaska Differential; Overtime Rate of $6.13 applies to ports / Except for such increases granted longshoremen in Pacific Coast ports. / Includes 6 cents per man-hour for clinics. / Provides 2 weeks for 1,100 hours or 3 weeks for 1,300 hours annual employment. / Amount for Pension, Welfare and Vacation Funds determined by Board of Trustees. / Applies to California and Oregon; employer contribution of 2Ut per man-hour preva / Employer contribution can be increased to 150 per man-hour if Fund falls below $2 -i-inV when? rrployer adds supplementary payments to the b 3 to Pension, Welfare and Vacation Funds. $5.37 (single) and $8.62 (married) are made in addition / Employer pays vacation expense without benefit of special vacation fund. Contract 2 weeks for 2 years of continuous service and 3 weeks for 15 or more years of c i Washington ports. 12/ Excludes Anchora Source: Division of Labor D , Maritime Administration TABLE XIII ALASKA. PACIFIC ..COAST AND HAWAII LONGSHORE LABOR NORMALLY AVAILABLE - BY MEN AND GANGS NUMBf ]R OF PORT MENi/ GANGS REMARKS ALASKA Anchorage 200 8 Kodiak 16 1 Seward 100 9 Juneau 20 2 Sitka 10 1 Wrangell 10 1 Ketchikan 20 2 PACIFIC COAST WASHINGTON Bellingham 62 5 Anacortes 25 4 Everett 63 6 Seattle 1,679 47 Includes Port Gamble, Wash. Takoma 452 28 Olympia 123 8 Port Town send 8 1 Port Angeles 161 11 Gray's Harbor 132 10 Willapa Harbor 54 5 Work force based at Raymond, Wash. Kalama - - Labor from Longview and Vancouver. Longview 226 10 Vancouver 170 8 OREGON Portland 1,349 44 Includes Rainier, Ore. St. Helens 75 5 Astoria 143 8 Yaquina Harbor 112 7 Work force based at Newport, Ore. Coos Bay 507 27 Includes Bandon, Ore. CALIFORNIA Humboldt Bay 151 10 Work force based at Eureka, Cal. San Francisco 5,106 204 Alameda - - Work force based at San Francisco. Oakland - - do Richmond - - do San Pablo Bay - - do Carquinez Straits - - do Suisun Bay - - do Redwood City - - do 113 ALASKA, PACIFIC COAST AND HAWAII LONGSHORE LABOR NORMALLY AVAILABLE - BY MEN AND GANGS NUMBER OF PORT MEN^/ GANGS REMARKS CALIFORNIA (continued) Stockton 562 25 Port Hueneme 112 6 Los Angeles - - Work force based at Long Beach. ^ Long Beach 3,838 113 San Diego 145 10 HAWAII Port Allen _ _ Work force based at Nawiliwili. Nawiliwili 105 8 Honolulu 1,394 54 Kahului 135 9 Hilo Kawaihae - - Bulk Sugar operations only. 1/ Includes Longshoremen, Machine Operators, Foremen, Clerks, Checkers, Carpenters, Watchmen, etc., where available. Source: Division of Labor Data, Maritime Administration j .': ^QOOOOOOO - m ^^^„ jg^^sO-O^^^^ -* ««'«•«'" ««"«'" ; ^§sss§^ SB^o.^^ a-* -*■*•* "*-*"-* ^^r^c^^-n sasssssss S pSSgggSSS v°"~*«*~* ■^r^w^l/w^^-* ;j ^^^S332^s SSK&sWr&R 8*******"*'*"*-* ^^r^^r^r^^ 3 1 »pgW>$#v°£<8 43 65 65 65 65 65 65 65 65 65 65 65 80 025 025 025 025 025 025 025 025 ™££SK£££K ********** vOvOvOvOvOvOvOvO^vOvO ^MJOO-O^OvO -*-*-*-*-*-*-*-*-*-* 1 RSStftfattSS ££££££££££££ SSSSSSSSS 0, N p. p. p. p. p. p. pi p. ^-™ — -^ ~* ~* ~* - i Si Si 1 1 1 ?! J It! 111! I Kili Willi llffililili £a>|l**|»jj« Jilllflillli Bill liiliMi! ::.,:.:■ . ail «|iP'|ii! a p ii i i:i Hi ii ii i!ii III! If fa zz% si ill Hiiiii Itll 3st ?tit 3111 pin iniii inn mmrm S5S535533 S33333S3S333 SSSSSESSS «SS3SSSSS aSKSKKKKK S3H5SSM! pmm 3333333335 iss;33333 333S55533 illlil 3l!!II!?I 5ggSsSSSSS sssssssss sifii plslll 3S55555555 P33S33IS 353233333322 553555555 5333333333 i # 355333353 533333335533 = M833 ,9q»S»»Ra .SSSSSSSSSSS ililillli .ssssssss m 3333333333 .SSSS53SSS i Hil Mi tils , ?iS3nsj3j3 i 6S |||||j| a-3 5^ &|>.a I slggfHs'8 ' Ui j | I » I £ | ™ i ^ j § =* 3 .' lis II, £2: III 1 h'tl Hi *-* *" 4 2 1 *** •*-*-*-*-*-*-*-- -*-*--* J sk™s.™^™ II 8 „ ™™™™_ J §£ ^HspHHHH Ji pp Sg-^S^^f- 2 " <— ™<™™<™ 3J §2 assaSasSsSSsSS *** ■*•*-**♦-*-*-*"*-*'*-*"*"*** gl c- t- x ™ £j 1> I- I- «>« ^ * M Up ,:-.--.-.---- s : - - - i t 1 * si 1L. u " - - - il i ----- --- - - - - - lillliilllliif I " " " i ||J5|§|||&||J|||| ; { JJ | it 1 1 1 ! (iiiij !l i i l! ! i! f i f{ !!l If J !! I Is I i I II III li i I f fSi it L L 1 1 fill ill II *» * * 31 ^ ill ip 1 1 i« iffi »! 11111 !■! i 35i " r !• 11 I ii) A 1j{ iii si! Ill !! If ii * »1lfl II II III ftjjfl iBpiii wtoifll ilwliili IlPil! jjijpi'j I ti liiiiitiii i! ill 1 I IIIPlIl lll|i|IUj III i 1 1 : b u d S i 5 fe Jfi I Sf* if i 1 % % * s * ■s ii §* i* . 1 " S" " s % & . 1 " Lf ™ g g fe is|| li §s &bII is §r -oSSs g.5 ^ •g^ ^ £ ro £-g I*** 5 TO £-8 4 1 1 1 5 1 1 | B 1 ,, | § fi J | »iii || || " g £ g Si* |w> 1 1 «|| *g if S3 g-§ S° ■§ c 05 lig| l§ 35 lists is oil 0. 53! ^ 3 3 3333 23 3^ 33^4 44 4^ \ 1 i ~* J a | 1 8 § cvcv CM WCM « o o o o u o o o iJ .*l \ . . . CO \ mmm mm mm W CO CO Ig 1 1 1111 II II ^ H ElS|| Ig || H M M IJ >J CV ^ CO^tO^ ^«* -*«! Q a Q 3 «w • ^i ; ; J i ; ; ; •<"•*■■-■■ °° | 1 ooo XX g | XXX *• * lbs 5 "S * * * 0= = = = = = = = o o " fl g ^ '2 o o o : : : ill 1?! : : : o = = = = = = = = o o -^ g «J o o o 2 1 1 || 1 «= = = = = = = = - « iih !ii - - - ■> « £££ 5 { „ » » t CALIFORNIA, Cont'd San Pablo Bay Carquinez Straits Redwood City Stockton Port Hueneme Los Angeles Long Beach San Diego HAWAII Port Allen Nawillwili Honolulu Kahului Hilo :&. >■ ^ a * 5 J « .a 4 a 3$ TABU XVII A, PACIFIC CGA.3T AI.'D MA .'A Longshore Holidays Holiday Date Jan. 1 Jan. 30 Feb. 12 Feb. 22 Mar. 30 May 30 11 July tr Oct. 12 Nov. 11 Thanks- Day Dec. 25 Good Friday Elec- Day Port ALASKA Anchorage X X X X x X x x x X X X Seward Juneau X X X X X X X X X I X X I X X X Wrangell X X X I X X I I X X X x * X X X PACIFIC COAST WASHINGTON Bellingham X X X X X X X X X X * X Everett Seattle X X X X X X X X X X X x X X Port Townsend Port Angeles Grays Harbor Kalama Vancouver X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X OREGON Portland St. Helens Astoria Yaquina Harbor (Newport) Coos Bay X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X CALIFORNIA Humboldt Bay (Eureka) San Francisco Oakland San Pablo Bay Carquinez Straits Suisun Bay Redwood City Stockton Port Hueneme Los Angeles Long Beach San Diego X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X Port Allen Nawiliwili Honolulu Kahului Hilo Kawaihae X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X January 30 - Roosevelt's Birthday February 12 - Lincoln's Birthday February 22 - Washington's Birthday March 30 - Seward Day May 30 - Memorial Day First Monday in September - Labor Day October 12 - Columbus Day November 11 - Veterans Day Fourth Thursday in November - Thanksgiving Day December 25 - Christmas Day Movable - Good Friday Second Tuesday in November - Election Day Source: Division of Labor Data, Maritime Administration la a • *a- ^1 ' ' ' p? ! ^> I S3 ^ s - - - 1 1 ' S3 S3 ' ' ' ' 3 3 ' 3S I 1 - - 1 1 1 3 ' ' ' 33 4U ' ' ' ' 1J if SS38SSS ' ' ' 3 ' ' ' 3 ' ' ' 33 33333 '3 3 ' S!V 343' § 1 i >> I ^ 32 I ^ ^^^ ^ ^ 1 - **■ -- 1 | 1 11 aaa ' ■ 1 i ix»o i 3 . . . . o £ 00000 3 & 1 § g'"' uouuu 1 I 33 33 g ''33' g ' ' ' ' | 11 3333333 ' ' ' 3 ' ' ' 3 ' ' ' 33 33333 '3 4'33' 3 33' | ALASKA Kodiak Seward Sitka Wrangell Ketchikan PACIFIC COAST WASHINGTON Anacortes Seattle Olympia Port Townsend Port Angeles Gray's Harbor Willapa Harbor Vancouver OREGON Portland St. Helens Yaquina Harbor (Newport) Coos Bay CALIFORNIA Humboldt Bay (Eureka) Alameda Oakland San Pablo Bay Suisun Bay Redwood City Stockton Long Beach San Diego HAWAII Port Allen Nawiliwili Honolulu Kahului Kawaihae I p | £" t ■a •g-a * * §•§ a 111 I 127 FOREIGN AND DOMESTIC TRADE DEFINITIONS OF UATERBORNE COMLERCE TERMS The collection and publication of data on the domestic and foreign commerce of the United States is carried on by the Corps of Engineers, Depart- ment of the Army and the Bureau of the Census, Department of Commerce. Data on the foreign commerce is supplied to the Corps of Engineers by the Bureau of the Census. The data collected gives shipping weight of the waterborne commerce of the United States, classified by type of movement - 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 and New Orleans - and ocean-borne inter coastal traffic, which includes not only traffic between United States 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 Stockton and San Francisco would be considered as internal traffic. (-4) Intraport traffic, which comprises traffic between individual channels in the same port, as for instance, between Lake Washington Ship Canal and Elli ott Bay in Seattle, Washington. 128 (5) Local traffic, which comprises traffic within one channel in a port such as between Oakland and Alameda in the Inner Harbor Channel. 129 WATERBORNE COMMERCE The volume of waterborne commerce of the United States moved upward in 1959 as foreign and domestic trade reflected wide shifts in supply and demand. A sharp rise in imports more than offset the decline in exports, raising the total United States traffic to 1,052.U million short tons or kl'9 million tons above the 1958 volume. The total 1959 commerce for Alaska, Pacific Coast and Hawaii (Report area) was 139.7 million short tons or 5 percent above the 131 million tons in 1958. The tonnage in the Report area amounted to 13 percent of the national total for the calendar years of 1958 and 1959. The United States total import commerce for 1959 was 213.5 million short tons as compared to 189.5 million tons during 1958; a gain of 11 per- cent. A sharp increase of imports was noted in the coastal ports, particu- larly from Canada. Of the national total imports, the report area accounted for 10 percent, an increase of 3 percent above 1958. United States export tonnage declined over 7 million tons below 1958 from 119. h million tons to 112.2 million tons. This decrease was reflected despite sharp increase of 2.5 million tons over 1958 in the overseas export trade from Great Lakes ports. Of the total United States exports, the ports in the Report area accounted for 13.5 percent of the total, an increase of about 2 percent over 1958. The national domestic traffic increased from 695.6 million tons in 1958 to a high of 726.7 tons in 1959. Coastwise and internal traffic were the principal movements in the advanced volume. The 1959 report area traffic 130 was 15 percent of the total. Internal traffic reached an all time high of 282,2 million tons while the Report area internal volume was 13 percent of the total by decreasing 2.6 million tons below 1958. Of the principal commodities carried by water for 1959, petroleum and petroleum products accounted for 1*0.8 percent of the national tonnage while comprising 51 percent of the Report area's traffic. As noted above, the total 1959 commerce for Alaska, Pacific Coast and Hawaii was (139.7 million short tons, or) 5 percent above the 131 million tons in 1958. Petroleum, paper and paper products, wood and wood products and general cargo were the principal commodities transported in the upward trend. Petroleum, pacing the advance, indicated a steady increase over 1958* The total petroleum tonnage was 71.7 million tons in 1959 or 51 percent of the total cargo moved in 1959, as compared to 68.6 million tons in 1958. Most of the ports maintained a steady petroleum tonnage with the exception of Anacortes, Washington, which experienced a sharp increase principally in foreign imports totaling 2.5 million short tons in 1959 compared to nearly 1 million tons in 1958. Richmond is the principal petroleum port in San Francisco Bay. The Hu2 million petroleum tonnage is divided between receipts and shipments. Most of the packaged petroleum shipped out from the Bay leaves from Richmond and a considerable bulk petroleum tonnage moves via Richmond in coastwise traffic. Los Angeles, farther south, made a slight increase in imports and exports of petroleum and accounted for 13.7 million tons for 1959 or 20 percent of the Pacific's petroleum total. 131 Extended industrial and dwelling construction boosted the movement of wood and wood products to 25. 3 million short tons or 18 percent of the 1959 total, a gain of 3*2 million tons over the previous year. The accelerated movement of lumber and shingles accounted for the advancement. The lumber moved mostly in the Northwest Pacific ports in foreign and internal traffic. Everett, leading the Puget Sound Ports in lumber traffic, accounted for 2.8 million tons, while Coos Bay, on the Oregon coast, handled nearly 3 million tons. The Report area's waterborne general cargo tonnage also moved upward in 1959. A sharp rise in imports and domestic coastwise traffic more than offset the decline in exports and domestic internal traffic by elevating the Pacific area's general cargo traffic to 18.9 million short tons, Ik percent of the total cargo moved during 1959 and a 2 percent increase over 1958. The ports of Portland, San Francisco, Oakland, Alameda, Carquinez Strait, Los Angeles and Honolulu increased their 1959 volume of general cargo over 1958. Seattle's traffic experienced a slight decline. Paper and paper products handled in the Report area showed a slight increase during 1959 reaching 2,k million short tonsj a total of 3 thousand tons over 1958. This was largely attributable to movements at Seattle, which traffic was initiated in 1959. There was a shift in paper tonnage be- tween ports in the San Francisco Bay Area. The decrease in volume in one port, however, was offset by the traffic being handled at one of the nearby ports. The total paper tonnage for the California ports held about the same for the two year period. 132 A slight decline in grain tonnage for 1959 resulted pri;.. ; from a snail drop in movements via the ports of Stockton and San Francisco. Of a total of $,$ million short tons in 1958 the decrease was only 22 thousand tons. All other commodities indicated a decrease of 1 million short tons from 16.7 million tons in 1958 to 15.6 million tons in 1959. A general observation of the kinds of traffic indicates that the flow of imports in 1959 into the Report area reflected an increase of over U.3 million short tons to a total of 17.6 million short tons or 32 percent over the 13.3 million tons in 1958. Petroleum and general cargo import movement represented an increase of k and 1 percent respectively over 1958. Contributing also to the rise in imports were steel mill products and pipe and tubing. The exports likewise had an increase of 797.8 thousand tons over the volume of 1^.3 million tons during 1958. The decline in grain, coal and general cargo shipments was moderated by the rising tonnages of cotton, scrap metal, citrus fruit and other commodities. The coastwise receipts in 1959 increased over the 1958 volume. Petro- leum and general cargo were the principal commodities implicated. Petroleum accounted for 25.2 million short tons, an increase of 1.1 million tons over 1958, while general cargo increased 1.8 million tons above 1958 to 5.U million tons in 1959 or 16 percent of the total traffic. With the exception of coal, the coastwise shipments increased 2.8 million tons over 1958. The internal receipts and shipments tonnages declined in 1959 owing to smaller movements of mostly petroleum and general cargo. Internal shipments indicated a 2.3 million-ton decrease while local and intraport movements accounted for 133 a marked increase of 1 million tons to a new high of 7.5 million tons in 1959 or 6 percent of the total cargo moved. In summary, the Alaskan, Pacific Coast and Hawaiian ports handled 139.7 million short tons during 1959, as compared to 131 million tons in 1958. Petroleum, paper and paper products, wood and wood products, and general cargo were the principal commodities moved in the upward trend. The waterborne commerce moving in the Pacific trade reflects a broadening market that enriches 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 1959> Part k» Pacific Coast, Alaska and Pacific Islands and Part 5> National Summaries prepared by Corps of Engineers, Department of the Army. 1 3 33l££S 37,242 58,218 298,102 887,173 513,939 159,790 584,222 772,326 66,399 f " 85$ £P H 299,860 6,290 13 17,873 > 2,150 628 46,736 29, 143 3,018 7,070 56,799 258,700 869,273 782,723 1,279,545 437,536 313,401 39,590 236,178 63,439 384,068 , » £j{ Sgg ss § ^1 sjf 1 044 '£77 X25'65 967 '17 487*85 585*9 947*8 393,207 207,249 1,485,533 3,696,467 1,035,5a 479,275 368,374 526,964 405,752 20,109 §ssl IS s §3 a 3" 1 1 16,274 3,297 21,231 7,876 5,927 2,828 23,519 18,602 1,237,647 76,434 667,220 189,307 268,227 52,365 214,031 tP„ || P. IP. P. 1 178,443 23,120 374,573 68,162 49,843 4,064 140,033 a, 948 1,231,125 42,190 3,607,900 480,681 68,148 10,234 99,732 211,393 gen | ( g 1®- 1 £3 183 ps $3 ££«! §s§ 10,803 7,518 11,819 32,762 11,881 33,703 980, a8 717,055 8,690 4,678 45,626 "'ll 94,764 607,712 692,980 644,186 120,591 134,407 I , , "iM , 1 584,985 986,374 104,123 737,281 615,003 2,586 217,715 102,197 810 ' '£* i' ^ i R 886,177 70,480 1,811,370 56,371 1,596,517 286,484 | 214,281 38,656 450,705 166,451 105, 419 83,396 700,262 446 767 004 062 117 591 284 639 468 £§§£ £$$ §£ £8 £™| sf& is ~ B!p § s ir Hfg a §§ 1L1 ,h8SR B 3-s| £||£||| 286,332 49,045 343,730 868,172 921,340 116,455 693,461 848,619 73,680 p «?^ fl if 3 M g 3 8 gS S£|3£S S£ |£ 88§8 S8S S£ 45,805 251,263 2,287,061 452,116 1,283,464 598,117 SSSMS S3 F±S H £s§ ar 3£ 1 g gg §§!is3£ 33 $$ sgs ' Sit «p2 1 ,| *.?|. || .S I 9,400 4,460 104,663 16,432 4,901 1,106 57,209 35,648 1,835,085 69,134 709,285 210,232 215,699 70,819 270,011 s|k| SSS gfg 100,310 412,974 638,461 3,758,850 1,542,494 1,645,257 1,180,887 I 200,083 22,168 445,085 65,799 135, 149 29,974 259,431 27,537 860,254 43,988 3,703,004 547,155 11,635 13,734 97,330 173,666 9,531 ,S ff § ' 8 ^s 218,098 420,361 906,7a 5,951,715 322,986 2,033,773 1,161,484 @ I g SjSSfig £p S 8 96,736 478,680 768,615 707,288 8,556 225,215 54,005 1 £6X*8 62 X29*2 4X2 965 'X 006*7 501,269 2,497,000 70,676 1,143,451 433,285 884 215,292 129,206 3,972 'as 3 ( S ." 958,954 189,950 2,252,486 104,869 1,651,455 367,698 g 221,387 30, 566 556,124 170,312 144,336 169,403 1,054,907 766 629 TT9 881 796 464 645 ssss ^?p 8S 830,436 3,619,459 3,588,226 15,561,224 2,471,675 7,220,193 3,399,835 "ggggS go §§ 3t$Si $38 83 g§ 5 £ a 3 J 3 lit §3 83 a WASHINGTON Bellingham Seattle Olympia Townsend Port Angeles Grays Harbor Aberdeen 2/ Hoquiam 37 Willapa Harbor 4/ Kalama •/ Longview Vancouver OREGON Portland St. Helens Harbor 6/ Coos Bay b/ CALIFORNIA Humboldt Bay (Eureka) San Francisco Oakland- Alameda Richmond San Pablo Bay Carquinez Strait Suisun Bay 1 ! : S J a°3 > ■a | S 1 84,555 7,725 458,321 134,801 6,036 20,151 336,022 59,778 52,846 17,128 1 °A , 1^ , ^I^Jt^l 1 I 986,551 357,296 6,477,611 2,872,499 57,506 190,537 670,276 273,348 283,673 1 54,152 11,534 4,631,922 756,122 1,481,515 44,982 45,210 2,275,711 133,858 199,505 g t: 1 123,032 1,489,915 2,660,421 1,578,528 53,522 1,234 134J768 14,368 16,733 I 1 ||1 !-p- 8 3,064,645 3,132,099 70,329 17,342,260 7,404,958 1,737,761 127,405 301,018 4,125,721 536,585 647,874 37,172 S 1-° § ,g t m *n$f 1 I gV ' gV" ' 1 1 1 1 1 . 1 si* "pi" ' 1 I §§ 8§s 9§§S^,> , : : 1 || ,||| Jfpp B g 1 188,154 1,359,989 3,022,739 1,614,159 48,239 3',817 106,779 17,500 13,593 I ^ ^*t 3 SIS ^ 3 8 2,667,179 2,719,825 58,852 19,111,909 7,537,009 1,720,289 146,021 415,724 4,296,855 676,386 905,930 34,694 1 i ° i CALIFORNIA -con. Redwood City Stockton Port Hueneme 2/ Los Angeles Long Beach San Diego HAWAII Port Allen Nawilindli Honolulu Kahului Hilo IS jTog H« is 1 m I. ! 11 1 II I :! £3i £ ^1 ^ +> ■a^a , i i > 1 1 1 1 ii ii i i i i ill ii ,S« |l| , I I , . 1 1 1 . . , . . , . ... . . , i § w ■a g 1 1 1,^1 , , s 1 '"I" 'asf t , | £ ^ S g p 3 I 1 1 R 3 1 3 , , , , , , , , .^ , , 5 , § & r 31 3i E 1 § g g i s I sg Si g a K *> 5 g s I * 1 3 s^ §<§ § | $ § s 8 EgS g§ S R ft g | feg fllljfl I If 8 15 lit o Bd8&38&t Tovmsend Poet Angeles Grays Harbor Aberdeen 2/ Hoquiam 2/ Willapa Harbor y Kalama .5/ Longview Vancouver OREGON Portland St. Helens Astoria Harbor 6/ Coos Bay 6/ CALIFORNIA Humboldt Bay (Eureka) San Francisco Oakland- Alameda Richmond San Pablo Bay Suisun Bay Redwood City » 1'S 1 650 ■a 1 1 | ,n f S " J 1 I" | , , S , , |^|||i S g I 8 ' "^ ' 1 , 1^ , 1 I ,8 , , , 8 1 ■!!■ Pp. K 3* 1 3 § l ■4 > 1 1 I i 1 1 1 i 3 i ' *" W- 1 i 1 l n i i , , 5 , , , 1 " TO g I °£ H -PotBOQS W o M o aj -H M S°I3 *3,,3 sags a* S ££ » dg s 8 3 r »a a s § H3 ti « 3 gg*. 8§3»8 §§ 5 9 S S) rj 9 oj a .3 8 ra m S S § o^) t • "° ^ « «t ** 6? 3 ^ •* ™4l'°^ml'3 co>3< m s »cM(r(o oh-H <3 3 3 o o -p ra « 5 m 3 3 a! ^3 3 d : ; 1 8 ■a* a S l i^- i^i i it""^ i 1 557,492 83,791 129,372 456,535 4,536 3,602 99 3,513 2,760 1 1 j ,^A, , i A , , 1 3,006, H6 HI, 007 1,192,447 20,331 H.799 1,135,634 68,209 102,800 B 1 g 1 ' ' '§i$ 0? I " f' "l" 1 3 8 1 P •3 -a a " '- 1 I 1^1 1 382,942 515,421 79,156 241,302 1 5 I ' ' ' P" ' ' | ' ^ ' 1 a 4 ,p3 §|I1!4 S I I .- ,JP ...... I gag 1 ' 'gg» ..iii. 8 397,453 551,218 1 13,720,343 4,996,871 1,260,787 34, 6H 24,372 1,242,363 93,306 126,960 3,364 " 5 £ CALIFORNIA- eo Redwood City Stockton Port Hueneme J/ Los Angeles Long Beach San Diego HAWAII Port Allen Naniliwili Honolulu Kahului Hilo Kawaihae I ■ 5 h§ g i ?. & 1 1 a |> s fe If f 111^1 ill 1 a ■a I 1 & s f S 3 i e 1 g ' ' ' 1 § ' 1 olo," e $ s s ?- § I*! it* 2* ■a g 1 f f 1 § 5 I 1 S3 i 1 1 c " 3 8 S3 1 3 5 £ CALIFORNIA- con. Stockton Port Huenene 2/ Long Beach San Diego HAWAII Port Allen Nawiliwili Honolulu Kahului Kawaihae ill £g§s 3 I s§ I, Krt & £ K™ * a| s |5|1§S|,f 5&] 3£ « B j§\ ti C B~* m '3"o ffl 0N«O 1 : : It 3° | ■« 1 1 o a | PS S3 | s 1 1 K ^T ^™^™ S 1 S S£ £ o ( § H $ £ §3 § PI Is 1 1 * |§g "Us J 1 5 l ...s,"* Sss^ls^ -JH* ?,8 " ■ 1 Sr § v-' il 1 I . 1^ . 3 " ^$1P $ S ' ' R£3 I" " | gs g |a S 1 I sf£3gg£g l|!||!- a *■ , ,P 1" .* ' i M *" K" i £|g3jp_§ ff s p§, s |§ .».« 1 § ,» I SS 5 & , , s g i iii9 » S9 ^^r s 1 'as S a 3 V ~ -? g Kg: ' "*"" 1 I'PI'^ | S |pr§ a, 8 , %? g 1 3 ' S , N 8 ||Sbs3S 143,999 92,874 56,652 1,521,136 642,680 20^26 91,535 15,968 1,109 ri 1 3 a"a 1 s ss s ££$ 1 °£ J-an-ll 8 WASHINGTON Belltngham Everett Seattle Olympia Port Townsend Port Angeles Grays Harbor Aberdeen 2/ Hoquiam 2/ Willapa Harbor 4/ Kalama j/ Longview 1 -S .3 ffl * j? CALIFORNIA Humboldt Bay (Eureka) Oakland- Richmond San Pablo Carquinez Strait Redwood City r H 1 °Ta 1 t 407 1,786 5,429 5,912 20,125 262,474 58, 148 49,256 17,128 J 5 ■!?- l|ll | I I 'II' ill' i 3,878 562,572 283,199 8,497 12,894 15,34-9 641,749 38,021 49,536 s 1 e I i 'IP Z ~W' I 1 ,||| ."l 5 ", ■ol°~ 3 8 ijii I 1 s ,p « ISS8 •3 ,5 I jg 8 31 t 1 "^ 1 1 I g as ^sss^ i 8 ' §|R &8 (Js}g~ i e i i 188,138 581,720 300,576 46,381 1,216 1,175 42,833 12,388 159 i 43,943 1,060,182 267,298 75, 614 1,093 2,492 75,289 2,785 1,287 8 III 111 • 5 £ 1 1 a 1, 3 s t: ■,, a ,,, ,,,;,,, % ' ' § ^ ■d .1 , "™ / . . , , , kk , ^ A '? ( " ° ^§3 "*pH I ,«,,,," sspI^SbS IS Is ?£8 " h S3 a sag 1 j .„„--, &253&e I" " ■ 8 1| I! 1 £o$jp_3£ ?,^:J§.| |* . .1?- 1" ,s? 1 l°£ S t ( I ^t i ■ R .l|.." ■■ ..s S f " 1 § f t t ( 8 ! g £ 8 "W"- "i 1" •' £ 3$& £3$ J 1 |ssqpsq lip! i ill rtgg '$ § g8§ ^£8 ' 5 ggg |S § '3 o ' S IS « 1 ; ; ? '5 tr -3 R | 5 s 1 3 S 2 SgS^ 3 S 88 § !■! " , § ||| ||| 1 1 ,,.",., IliP! 4 '§'! ssg " ■ *- IP II! 1 l |3SJ^s PT |. ■ ■' a SH Safg 1 s, , TO , ? P.I $, , R | 3 1,111,3 ,, ,™ 8 8 O- • it!-- !■! i s^s ^,|||,l| \ ,,|| o '■ • 1 11 p! 8 o*ss^§5§ ^^sp^£ as H "s£s PSS ,| ■ ! II II ; 5 £ '4 " ;t .1 It 1 f: ■St 1 '| r ;K ^ ' f !-■■ !r!f l f 1,1!' IIISI • i a I |,||| ,5|||, * 2/,, 111 454,017 27% 697 8,512 22^355 2,018 1,659 £ iflll ll^l" 1 n 1-2 | 1 J f | o iv ? , ? 3 , 5!P$j3 ?. „ p^H .WHm> " i |,^ ,|3.||, • : .' p. , §p ,,§'•' a 1 ■3 1 c ; .s ; ' .i £ £ - f - 1 ? ; PORT DEVELOPMENT Major ports on the Pacific Coast are making large expenditures for new facilities to enable them to handle more tonnage and more varied cargoes. In addition to increased spending in public-owned port facili- ties, private industry is making large investments at the ports to take advantage of the economies of waterborne transportation. The creation of new and better port facilities is aiding in the attraction of new industries. Particularly active in port construction are such major California ports as San Francisco, Los Angeles, and Long Beach, as well as Seattle and Portland in the Northwest region. In the ports along the southern half of the Pacific Coast where general cargo facility development has been extensive, recent announcements show that grain facilities are also being built. An increased level of activity in port development on the Coast fol- lowed the November election of I960 when voters in several areas gave ap- proval to proposed bond issues for new construction. A brief resume of the more important building programs in the last year follows: Seattle : - This port has an ambitious waterfront and airport develop- ment program underway involving expenditures of an estimated $32 million over a six-year period. Approximately two-thirds of the total cost will be devoted to waterfront improvements and the balance for the airports. In this connection a $10 million general obligation bond issue was approved by the voters in i960. The first issue of $5 million was scheduled for marketing by June 1, l°6l. 151 The development program will include such major projects as the demolition and rebuilding of Piers 28, 29, and 30 into one large, modern terminal; a similar project will combine Piers kh and U6 into a new, four-berth terminal; the loading capacity of the port's grain facilities will be doubled; a new three berth general cargo pier will be built on ,. Harbor Island at the old Government shipyard site; Ames Terminal on West Waterway will be rebuilt; and a new marina on Shilshole Bay will be com- pleted with a capacity for 1,600 pleasure craft. Portland ; - A general obligation bond issue in the amount of $9*5 million for the Commission of Public Docks was authorized in the I960 election. Recent port improvement projects include a $3.7 million program at Pier k> Terminal U, where a new modern bulk cargo discharging pier features a 900-ton-per hour capacity, movable, unloading tower. Pier B, Terminal 1 has been condemned and abandoned. Its replacement is now the subject of an engineering study. San Francisco : - The improvement program of the Port of San Francis- co is keyed with the $50 million general obligation bond issue authorized by voters in 1958 but issued only recently under date of April 1, 196l. As a part of it's improvement program the Port recently announced that Pier U6B in China Basin will be converted into a bulk handling facility specializing in the movement of raagnesite. Stockton : - Port improvements in Stockton during i960 included facil- ities operated by Stockton Elevators, Inc. where a million-dollar expansion has been made to Stockton Elevator's total grain capacity with the addition of 22 silos. Adjacent to Stockton Elevator's facility is the newly completed milled rice facility which cost approximately $U50 thousand. Los Angeles : - A five-year (1960-1965) development program by the Port of Los Angeles will cost approximately $36.7 million. This program will be financed through the issuance of revenue bonds in the amount of $2U million with the balance of cost to be derived from earnings of the Harbor Department. Fourteen new berths at 5 new shedded facilities, and a container terminal will be added in the five year program. •On July 16, 1959 the Port of Los Angeles dedicated a $U.5 million bulk oil terminal to be operated on a 30-year preferential assignment by Union Oil Company of California. The terminal, available to other com- panies using supertankers, is reached through a fairway with depths of hi feet existing from the breakwater entrance to the terminal site in the Outer Harbor. This channel has a potential dredged depth of 55 feet. During i960 a new general cargo terminal was completed at Berths lli3- lliU and a grain terminal, first in the port, was completed at Berth 17ll» It will be operated privately under a 20-year lease arrangement. Work continues on the huge cargo-passenger terminal at Berths 90-93 to be assigned to the American President Line when completed in 1962. Long Beach ; - During i960 the Port of Long Beach dedicated it's new $2.8 million Administration Building. Other important developments during the year included the start of a new $2.5 million grain elevator on Pier A (Berths 210 and 211) scheduled for completion in July, 1961. The elevator will be privately operated under a U0-year lease. Further work 153 on Pier A involved Berths 3 and k where original timber wharves were re- placed with concrete at a cost of $2.5 million, ridding the port of remaining timber wharves. More recently in 1961 a bulk oil terminal capable of handling super- tankers was completed at Pier 2. The 19-acre terminal has a dockside frontage of 1,225 feet with alongside depths of £2 feet. A similar depth is being provided in a turning basin and channels to Piers F and G in Long Beach Harbor. Further improvement of the port involves Pier J, a new pier which will extend south from Pier A and is estimated to cost approximately $2$,k million with the work extending over a period of J>\ years. At the present time this project is in the engineering planning stage and the Board of Harbor Commissioners have authorized an expenditure of $1.3 million for such planning. San Diego ; - The Port of San Diego is building a new warehouse at the Tenth Avenue Marine Terminal, estimated cost $1»5 million. General t - A resume of a recent study by the Port of New York Author- ity on port improvements indicated that heavy expenditures also were made just prior to the I960 bond authorizations. During the period January 1, 1958 to June 30, I960, the study shows totql expenditures for port im- provements in western United States amounted to $62.1 million including Alaska, Pacific Coast and Hawaii. During this period ten new shedded berths were constructed including six in California ports, two in ports of Oregon- Washington, and one each in Alaska and Hawaii. The Los Angeles-Long Beach port complex led all Western ports in port development during the reporting period. Of California's port expendi- tures totaling $1*0.6 million, over half or $21.7 million was spent at the Port of Long Beach. Los Angeles spent $13.2 million while other California ports accounted for $£«7 million. In the Pacific Northwest ports where $9.8 million was allotted for port development, Portland with $£.2 million and Seattle $3.8 million were the leaders. Smaller ports in the area expended $.8 million. In Alaska $8 million was spent for a new facility at the Port of Anchorage. Hawaiian expenditures totaled $3«7 million and included the ports of Kawaihae, $2.3 million, and Honolulu, $1.U million. 155 POLICY AND LEGAL ACTIONS TAKEN BY THE FEDERAL MARITIME BOARD AFFECTING THE PORT INDUSTRY The Federal Maritime Board in fulfilling its responsibilities for the administration of its statutory regulatory functions, which include the regulation and control of rates, services, practices and agreements of common carriers by water in foreign and domestic off-shore trades, terminal operators, and freight forwarders, and investigating discriminatory practices in such activities rendered numerous decisions of interest to the industry. Some of the more important cases with either final or pending decisions have been selected as representative of the type of regulatory functions administered by the Federal Maritime Board, These are summarized as follows: Investigation of Certain "Free Time" Storage Practices : - The Federal Maritime Board initiated an investigation to determine whether certain storage practices of a respondent (a terminal operator) constituted the making or giving of any undue or unreasonable preference or advantage to any particular person, locality, or description of traffic; and subjected any particular person, locality, or description of traffic to any undue or unreasonable practice in violation of Sections 16 and 17 of the Shipping Act, 1916. After the proceedings had been duly heard and submitted, the Federal Maritime Board found that the practices of granting certain free tine and storage privileges under terms not authorized in its tariff was unduly pre- judicial and preferential in violation of Section 16, and unjust and unreasonable in violation of Section 17, of the Shipping Act, 1916 and that respondent cease and desist from its unlawful practices. This action followed an investigation into alleged granting of free time and storage on export and import cargoes in certain other ports, and the Board requested that persons believed to be engaged in such practices immediately suspend such practices. Free time and free storage refers to the granting of these serv- ices in connection with import and export cargoes without charge for such services. Protests regarding these practices in other areas are under investigation by the Federal Maritime Board. Such granting of excessive free time is alleged to be in violation of Section 16 of the Shipping Act of 1916 which prohibits the granting of undue, unfair, or unreasonable preference to any persons, localities, or traffic, and Section 17 of that Act, which prohibits unjust and unreasonable practices related to the receiving, handling, storing, or delivering of cargo. Collection of Ocean Freight Brokerage ; - The purpose of the investigation was to determine whether respondent (a ship broker) had collected ocean freight brokerage under circumstances which result in a violation of General Order 72 and Section 16 of the Shipping Act, 1916. The investigation also was to determine whether respondent know- ingly and wilfully, directly or indirectly, by means of false classi- fication or by any other unjust or unfair device or means, obtained or attempted to obtain transportation by water of certain cargoes at 157 less than the rates or charges which otherwise would be applicable in violation of Section 16 of the Act. Respondent was found to have violated Section 16 of the Shipping Act 1916, and the Federal Maritime Board's General Order 72 by col- lecting ocean freight brokerage on shipments made in the names of respondent companies under his exclusive ownership and control. Re- spondent and one of respondent's shippers were also found to have knowingly and wilfully falsely classified shipments, thereby obtaining transportation at less than the rates and charges which would other- wise be applicable. A cease and desist order was entered against respondents and the freight forwarder registration issued to respondent was revoked. General Increase in Rates and Charges : - Respondent (steamship company) filed tariff schedules with the Federal Maritime Board pro- viding a general increase in rates and charges applicable to the carriage of cargo between domestic and off-shore ports and setting forth new rules, regulations, and practices affecting such rates and charges . Pursuant to Section 18 of the Shipping Act, 1916, the Federal Maritime Board instituted an investigation into and concerning the lawfulness of the foregoing rates, charges, rules and regulations. The Federal Maritime Board found that the proposed increased rates and charges, and regulations and practices of respondents were just and reasonable. Loading Vans at an "Off -Dock" Receiving Station : - A controversy arose between a Steamship Conference and a complainant (a member of the conference) concerning the loading of cargo into vans at a drayman's receiving station approximately h blocks from complainant's pier. The Conference claimed that there was no tariff provision permitting the loading of cargo into vans at the receiving station and the transporta- tion of the vans at the carrier's expense to the dock. The Conference recognized the right of the carrier to load vans on its dock at its own expense despite the absence of a specific rule in the tariff granting such a practice. It is complainant's position that the loading of the vans at a nearby receiving station, which results in economies to the carrier in loading, is for carriers con- venience and is a justified practice. Since the receiving station is in the same trucking zone as the carrier's dock, the shipper's through-transportation costs are identical whether the cargo is loaded at the receiving station or at the carrier's dock. The complaint was filed with the Federal Maritime Board in an effort to settle the controversy. Soon afterward, the Federal Maritime Board issued an order requiring the Conference to show why its prac- tice of precluding the use of the "off -dock" area for loading should not be found detrimental to the commerce of the United States. 159 On stipulation of the parties that the issues raised in the complaint against the Conference has been resolved, the Federal Maritime Board dis- missed the proceeding. United States of America versus a Terminal Company ; - The United States has filed a complaint against a terminal, alleging that the service charge in published tariff is unjustly discriminatory and prejudicial against the United States as a shipper of goods. In the preamble of the service charge description as contahed in the tariff, it is stated that it is a charge assessed against a vessel for certain enumerated services, subject to "Notes 1 and 2." Note 1 states that the services do not cover or include any cargo handling operations or labor other than that which is essential to the performance of the service. Note 2 states that when United States Government cargo moves on a space or time- chartered vessel, the terminal charges as itemized in Tariff will be assessed against the department or agency of the Government making the shipment. The United States asks that the applicable portion of the tariff be declared illegal and void. The terminal has sought to collect the charge in a Federal District Court action. A decision is pending in answer to petitions. Ocean Carrier versus Certain Grain Terminals, et al . : - Five ocean carriers serving a port have asked the Federal Maritime Board to require two terminals at that port to make refunds of service charges levied against them in connection with cargo transported for the Military Sea Transportation Service. The services, according to the steamship lines, should have been performed at the expense of the Military Sea Transportation Service. In their complaint the ship lines said that the Federal Government had denied any liability, as a shipper, to reimburse the carriers for the service charges they paid to the terminals. The ship lines stated that the Government denied liability for the charges on the ground that "the service charge is illegal under Sections 16 and 17 of the Shipping Act of 1916, as against both the shipper and water carrier, in that it sets a fixed and arbitrary monetary figure for purported services without furnishing the shipper and/or the carrier all of said services for which charged and/or charging for services which are at times not rendered and/or rendered in part to other persons and/or only properly included in other charges and items of the respondents* tariffs." The shipping lines had been advised that the Government would file a formal complaint with the Federal Maritime Board asserting that the services charges were illegal, invalid and uncollectible. The complaining shipping lines asked the Federal Maritime Board to issue a cease and desist order, prescribe lawful charges and practices for the future, and award reparation. The docket is awaiting further considerations. Investigation of Storage Practices of Shipping Lines and Terminals : - A proceeding of investigation was instituted by the Federal Maritime Board on its own motion to determine whether certain practices relating to the alleged free storage of import cargo at a port and a terminal in violation of the Shipping Act, 1916. Neither the Port nor the terminal was named as a party to the proceeding. 161 The Federal Maritime Board held a public hearing on the matter. At the hearing, testimony was offered which indicated that the water carriers involved had, through agents, provided import cargo with either free storage or storage at a nominal rate. The examiner has made a recommendation and the Fede.al Maritime Board's decision may be expected after briefs of counsel are submitted. A Stevedore Company et al., versus a Port District et al .; - Docket between a Stevedore Company et al., v. a Port District et al. arises out of a formal complaint filed with the Federal Maritime Board in which complain- ants make the following allegations: That each of them is engaged in the stevedoring business and holds itself out to perform such stevedoring serv- ices for all vessels loading or discharging cargo; that each of the respondents carries on the business of furnishing wharfage, dock, warehouse, or other terminal facilities in connection with a common carrier by water, and as such is subject to the provisions of the Shipping Act, 1916 j that complainants believe that an agreement or understanding was entered into between the Port on the one hand, and an Elevator and a Terminal Company on the other hand, whereunder the latter gave to the Port the exclusive contractual right to perform or to have performed all stevedoring work on vessels receiving shipments of grain, rice, ore and coal in bulk; that such agreements have neither been filed with, nor approved by, the Federal Maritime Board, as required by Section l£ of the Shipping Act, 1916; that complainants have been precluded from performing stevedoring work on vessels receiving bulk shipments at the Port because the Port has entered into an exclusive stevedoring contract with another stevedoring company or the port has performed such stevedoring services itself; that complainants have been informed by the Port that they could not perform such stevedoring services at the port; that the particular operation performed by complainants involves merely the trimming of grain and ore in the vessel, and none of the stevedoring activity involves the use of any of the property or facilities of the terminal; that the loading of grain and ore into oceangoing vessels requires skill and judgment in order to assure the ship's seaworthiness; that in all instances, the de- cision on matters of loading rests with the master of the vessel; that the vessel oxmers are prevented from selecting stevedores of their choice ; and that the foregoing acts are in violation of the Shipping Act, 1916. Complainants ask that a cease and desist order be issued by the Federal Maritime Board after hearing and investigation. Briefs are in the pncess of preparation. Subsequent to the filing of the complaint, the Port amended its tariff provision to grant to itself the exclusive right to perform stevedoring operations at these facilities, except that it will allow others to perform such services upon payment of a fee to said Port of 37 cents per ton which is designed to compensate for the use of the premises which it provides to the stevedoring company. The case involves the propriety of charging stevedores for the use of port property while performing stevedoring operations. Some of the questions are also considered in another investigation, now pending on appeal, in which the Federal Maritime Board held that an agreement between the port 163 commission and a terminal operator creating a monopoly in stevedoring was subject to the filing and approval requirements of Section 1$ of the Ship- ping Act, 1916, that the agreement was in violation of Section 17 of the Act as operating to the detriment of the commerce of the United States and constituting an unjust and unreasonable practice, and refused to approve the agreement. Legal Status of Persons Offering Transportation by Water but not Operating Vessels : - Status as a "common 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, a Federal Maritime Board Examiner has ruled. In determining the status of motor carriers offering overseas transportation of household goods in containers on through bills of lading, it was concluded that these carriers were "common carriers by water" subject to the Shipping Act. As stated by the Examiner, any person who holds himself out to provide water transportation in interstate or foreign commerce, assumes responsibility for safe water transportation, and 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 effected, is a common carrier by water subject to the Shipping Act, and hence eligible to enter into Section 1$ agreements. A recommendation has been issued and final decision by the Federal Maritime Board is pending. Joint Agreement Between the Member lines of Two Separate Conferences: - Docket presents an investigation of the ocean rate discrimination against certain ports by reason of a joint agreement between the member lines of one Conference and the member lines of another Conference. Following protests from shippers and other persons, the Federal Maritime Board, on its own motion, instituted an investigation of the Section 15 agreement between lines of the Conferences. Among the declared purposes of the investigation is to ascertain if the agreement is being carried out in such a manner as to unjustly discriminate between shippers, exporters and ports. Many shippers and port authorities have intervened in the proceeding. The petitions for intervention which have been filed anticipate that the proceedings will involve as a key issue the ocean rate relationships applying between the two conferences. Practices, Operations and Agreements of Ocean Freight Forwarders and Related Matters and Practices and Agreements of Common Carriers by Water Re Payment of Brokerage, Etc., to Ocean Freight Forwarders and Brokers : - Agreements between steamship lines prohibiting or limiting the payment of brokerage to ocean freight forwarders are not detrimental to United States Commerce, a Federal Maritime Board examiner has ruled in a recommended de- cision. According to the Examiner, a forwarder does not normally perform the functions of a broker. However, in the proposed regulations set forth by the Examiner, the freight forwarder may receive freight commissions from water carriers where he performs three or more of the following services: (1) Booking shipments, (2) coordinating movement to shipside, (3) preparing and processing the ocean bill of lading, (k) preparing and processing dock receipts or delivery orders, (5>) preparing and processing consular documents or export declarations, and (6) payment of ocean freight charges. 165 In the general investigation of forwarder practices, the Examiner found that intense competition had produced great variation in computing fees, and in "marking up" charges for accessorial services. In some cases "free forwarding" has been performed. The Examiner recommended in other parts of the proposed regulations that forwarders be required to file schedules of minimum forwarding fees, and that forwarder invoices should itemize the charges made. No forwarder may perform forwarding services free or at less than minimum rates for shippers, in order to receive commissions from the carrier on such shipments. The regulations also contain provisions against rebating due to forwarder-shipper financial interests. Exceptions and replies have been filed to the Examiner's proposed re- port, and a decision by the Federal Maritime Board is awaited. Proposed Rule Making Requiring the Filing of Freight Rates in Foreign Commerce of the United States ; - The filing of freight rates in the foreign commerce of the United States is the subject of investigation. At the present time, common carriers by water in foreign commerce are required to file rates and charges on export traffic with the Federal Maritime Board within thirty days after their effective date. The Federal Maritime Board proposed to amend its regulations so as to require the filing of rates and charges on export and import traffic, on or before the effective date of such rates and charges. The proposed regulations do not require filing as to bulk cargo. The Federal Maritime Board has received many representations on this rule change. Shippers and shipper associations support the proposed rule almost without exception. Some shippers suggest that filing be required 166 30 days prior to effective dates. On the other hand, the steamship lines are generally opposed to the immediate filing requirement on the grounds that it is unduly burdensome, and places American exporters and conference lines at a disadvantage in meeting foreign competition. Some steamship conferences contend the Federal Maritime Board is without statutory authority to require such tariff filing. Oral argument has been held; the decision of the Federal Maritime Board is pending. Investigation with Respect to Establishment by Steamship Freight Conferences of a Tariff Distribution System : - A proposed regulation of the Federal Maritime Board as contained in this investigation would require all common carriers by water in United States foreign commerce to establish a system for the distribution of tariffs to interested persons, free or upon payment of reasonable subscription fees. Details of the distribution system adopted must be filed with the Board. The proposed regulation specifically authorizes the use of tariff publishing agents. The Federal Maritime Board has received many comments by interested parties on the proposed regulation. Oral argument has been held. The decision is pending. lisiir A000071Hb5377