rate before it becomes effective to determine its lawfulness. The Board also has control over the reasonableness of these rates and may prescribe just and reasonable maximum and minimum rates if circumstances so require. In general, domestic offshore carriers are forbidden to engage in the practices aforementioned which are forbidden to carriers engaged in the foreign trade. Where variation exists the domestic offshore carrier is made subject to a much more stringent regulation as for example by section 18 of the Shipping Act of 1916, such a carrier is required to establish just and reasonable regulations and practices relating not only to his receipt and delivery of goods but also to the transportation of the goods and to the form and substance of tickets, receipts, and bills of lading. The Shipping Act of 1916 also provides that should a domestic offshore carrier by water reduce its rates below a fair and remunerative basis to eliminate or damage a competing carrier by water, it may not thereafter increase its rates unless the Board finds that the proposed increase rests upon changed conditions other than the elimination of competition. Inland and Local Water Carriers and Services The Chesapeake and Delaware Canal, a part of the Federally controlled inland waterway system, is 46 miles long and connects with the deep-water channels of the Chesapeake and Delaware Bays. It provides a short all-water route between the port of Baltimore and other north Atlantic and European ports. The Canal bears a traffic of from 6 to 7 million net tons annually, about equally divided between eastward and westward movements made up of such principal commodities as petroleum and its products, fertilizer and fertilizer materials, paper and its products, manufactured iron and steel articles, coal, grain, sugar, ores, acids, and foodstuffs. Cargo vessel transits to and from Baltimore, via this Canal, amount to over 2,000 annually, of which approximately 50 percent are of foreign origin. Many of the operators on the canal are private or contract carriers and do not file tariffs covering their transportation services; this is especially true in respect to those which transport bulk commodities, including petroleum products, coal, fertilizers, and acids. However, rates are published to cover movements of both class and commodity shipments. Representative rates are published by W.E. Valliant Co. in its tariff I.C.C. 3 and by C. G. Willis, Inc., in its tariff I.C.C. 46. Carfloats and Lighters.--An extensive lighterage and carfloat system is operated at Baltimore harbor by the line-haul rail carriers, as well as by several private operators. The carfloat and lighter system operated by the rail carriers makes it possible to deliver freight to and from vessels tied up at piers or lying in the harbor. Lighterage charges between the water terminals of the railroads or between the rail terminals and other port facilities are generally included in the line-haul rail rate and, therefore, do not add to the transportation cost. However, established lighterage charges apply on traffic not moving via rail line haul and cargoes involving intraport movements. It is noted that the absence of reciprocal switching by the rail carriers necessitates lightering services in order to channel the traffic to the proper rail carrier. In this respect, since the Canton Railroad does not have direct connection with the Western Maryland Railway, the freight interchanged between these carriers at Baltimore is entirely by lighters or carfloats. A distinction is made between floatage and lighterage service as follows: Floats are barges fitted with tracks to receive rail cars for transportation of freight to or from railway piers and other points within the lighterage limits; capacity of carfloats used in Baltimore harbor range up to 22 cars. Lighters are vessels used for transporting freight which has been unloaded from or is to be loaded into rail cars to or from points accessible by water. The harbor area designated by the rail carriers as the lighterage limits of Baltimore harbor is as follows: Both sides of basin and harbor; North side of Patapsco River to the mouth of Colgate Creek; South side of Patapsco River from Middle Branch to and including North and east side of Middle Branch; West side of Curtis Bay from Wagner's Point to and including Fer- Both sides of Curtis Creek from Curtis Bay to Ordnance Depot, South side of Curtis Bay from Sledd's Point to and including Domestic Water Carrier Rates Almost 50 percent of all waterborne commerce at the port of Baltimore, Md., moves in domestic trade, of which coastwise, internal, and local traffic made sizeable contributions to the overall waterborne movement. The principal commodities moved were petroleum and petroleum products, fertilizer and fertilizer materials, lumber, sugar, iron and steel products, coal and coke, ores, acids, and foodstuffs. That these commodities have moved in volume over a period of years is borne out by the existence of corresponding specific commodity rates for water transportation. C. G. Willis, Inc., publishes class and commodity rates for all-water movements between Baltimore, Md., and other north and south Atlantic ports. It also publishes class rates between Baltimore and other north Atlantic ports. These class rates apply on both carload and less-than-carload lots and, except as otherwise provided, include pick-up and/or delivery with the carrier reserving the option of absorbing the switching charges at Jacksonville, Fla., and Savannah, Ga., in lieu of pick-up and delivery. The Norfolk, Baltimore, and Carolina Line publishes all-water class and commodity rates between Baltimore, Md., and points taking same rates and Charleston, S.C., and Virginia ports, and points taking the same rates. Agent W. S. Jermain publishes all-water rates for movements between Baltimore, Md., and Belle Chasse and New Orleans, La., in Atlantic-Gulf Coastwise Steamship Freight Bureau Tariff I.C.C. 30. The tariff is published for the interest of the participating carriers including Baltimore Steam Packet Co., Norfolk, Baltimore, and Carolina Line, Inc., Pan Atlantic Steamship Corp., and Seatrain Lines, Inc. The following rate tables are published in tariffs of the above carriers and agents and contain representative freight rates for application at Baltimore, Md., on movements in trades indicated. The rates shown are basic rates in effect May 1, 1955, and unless otherwise indicated are not subject to the usual 15 percent increase granted rail carriers by the Interstate Commerce Commission in Docket Ex Parte X-175-B. TABLE NO. 1 - ALL-WATER "ALL FREIGHT" RATES ON SHIPMENTS, MIN. WT. 500 NET TONS, BETWEEN BALTIMORE AND OTHER PORTS ON THE ATLANTIC SEABOARD (Rates in cents per net ton of 2,000 lbs., in effect May 1, 1955) Table No. 2 - ALL-WATER CLASS RATES BETWEEN BALTIMORE, MD. AND OTHER NORTH ATLANTIC AND SOUTH ATLANTIC PORTS Table No. 3 LOCAL AND PROPORTIONAL, IMPORT, AND EXPORT ALL-WATER COMMODITY RATES BETWEEN BALTIMORE, MD., (AND POINTS TAKING SAME RATES) AND CHARLESTON AND NORTH CHARLESTON, S. C. 65(1) Canned goods and foodstuffs: Less than carload lots...... Carloads, min. wt. 40,000 lbs........... Chemicals, viz: Sodium bichromate, potassium bichromate, min. wt. 36,000 lbs............................................................................................. Cotton, compressed, in bales, min. wt. 50,000 lbs............................................................................................................................................ Carloads, min. wt. 10,000 lbs............. Carloads, min. wt. 15,000 lbs.......................................... Carloads, min. wt. 20,000 lbs............................................ Tobacco, unmanufactured, in hogsheads or tierces.... (1) Rates are applicable to shipside for export. (2) Rate applies only on shipments loaded by shipper on lighters provided by the carrier. (3) Rate applies only on shipments loaded by shipper on carrier's vessel. (4) Rate includes drayage service performed under tariff rules by the carrier. Tariff authority: Norfolk, Baltimore and Carolina Line tariff I.C.C. hl. |