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Charges (Cont'd.)

When movement to or from piers is in other than this company's service...

$1.43 per 2,000 lbs. or
fraction thereof, min.
charge $14.30.

$2.15 per 2,000 lbs. or fraction thereof, min. charge $21.45.

In addition to the above charges, and all other applicable charges named in tariff and supplements thereto, a charge of 99 cents per hour or fraction thereof will be assessed when clamshell buckets or magnets are used. Also, the above charges include only the use of crane and crane operator. Owners of the freight, or their agents, must furnish their own slings and adjust them.

Additional rules and charges covering crane services are published in Baltimore and Ohio Railroad tariff I.C.C. 24116 and Pennsylvania Railroad tariff I.C.C. 3394.

Loading and unloading.--The railroads at Baltimore publish separate charges for loading and unloading domestic and foreign commerce. In both instances, a minimum line-haul revenue of 19 cents per 100 pounds is required for inclusion of the charges for this service. Subject to published exceptions, on freight on which the line-haul revenue is less than 19 cents per 100 pounds, the charge is generally $1.36 per ton, with the total labor and freight charges restricted to not exceed 19 cents per 100 pounds.

A labor charge of 7 cents per 100 pounds is assessed, except as otherwise provided, on bulk freight and articles which cannot be classified as packages. The charges for handling heavy shipments of boilers and machinery are as follows:

Weighing 3 tons or over and not exceeding 10 tons.......$19.67 per car

Over 10 tons and not exceeding 20 tons....
Over 20 tons and not exceeding 25 tons....

Over 25 tons, shippers must make own arrangements.

39.33 per car
58.99 per car

Tariff authorities: Pennsylvania Railroad tariff I.C.C. 3394; Western Maryland Railway tariff I.C.C. 8922; and Baltimore and Ohio Railroad tariff I.C.C. 24116.

Boxing and crating--Subject to numerous published rules and regulations,

carload shipments of carload freight embracing many specified commodities, when for export via the port of Baltimore, may be delivered to the party entitled to receive the same for boxing, crating, bundling, and similar services. All expenses incident to the delivery of the shipments from the facility where the services are performed to shipside at the port must be assumed by the shipper, consignee, or owner of the freight. Tariff authority: Pennsylvania Railroad tariff I.C.C. 3397.

Freight Forwarders

Freight forwarders are common carriers and serve as a connecting link between the shipper, the consignee, and the carriers, performing pick-up and delivery services, documentation, and handling claims usually connected with the movement of foreign and domestic traffic. Consideration of freight forwarders as a transportation medium is well warranted by the fact that their operations have been so designated by the Interstate Commerce Commission. The Commission authorizes freight forwarders, as common carriers, to perform their services, as such, by utilizing motor vehicles. As common carriers, they solicit shippers for their traffic, not necessarily in competition with the rail carriers but generally as a valuable adjunct to the functions of the latter. Specialized equipment and methods of transport have been developed by the freight forwarders to meet these particular needs.

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The freight forwarders' function is to consolidate less-than-carload ship

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generally unprofitable to the rail carriers as such and offer them to carriers in carload lots, to be transported at published carload rates. Such consolidations not only convert this segment of freight traffic into revenueproducing movements for the rail carrier, but also insures a speedier movement by the elimination of the many transfers incidental to less-than-carload lots.

Forwarders purchase transportation for the actual line haul from rail and air carriers for the movement of carload lots of their traffic at a single sum rate, which usually includes pick-up and delivery service. In turn, the customers are usually billed for the transportation charges on the basis of the published rail tariff rates applicable on each lot shipment. An analysis of the rate schedules on file at one of the leading freight forwarding firms, operating on a nationwide basis, discloses that the charges held out to the public do not differ materially from the less-than-carload class rates published in the rail carriers tariffs.

Over 30 domestic freight forwarding and carloading companies have offices and receiving stations in the Baltimore harbor area. As many as twenty foreign freight forwarders also operate in the area. They render much assistance in performing documentation and other paper work incidental to handling import and export commerce.

MOTOR FREIGHT TRANSPORTATION

The improvement of highways, particularly the development of expressways, has facilitated the movement of trucks so that they can maintain fast freight service between the industrially-rich hinterland and the Baltimore waterfront. Motortrucks are well adapted for the shipment of less-than-carload lots and of the types of freight which would otherwise require special packing.

It is estimated that as much as 20 percent of the import-export traffic of the port moves to or from the piers by motortrucks. Of the approximately 50 longdistance common carrier truck lines serving Baltimore, almost one-half connect with the midwest and furnish rapid through-overnight movements to points as far distant as Pittsburgh, Pa. North-south traffic is delivered within a few hours to Philadelphia, Pa., New York, N.Y., and Norfolk and Richmond, Va.; shipments

reach Washington, D.C., within the hour. In addition to the common carriers, many long distance private and contract carriers serve the port.

The majority of Baltimore's truck terminals are located in the southwestern and eastern sections of the city, with concentrations along the Pulaski Highway and near the Middle Branch of the Patapsco River. Most of the larger terminals are equipped with modern handling devices and are well adapted for the purposes of classification.

The City of Baltimore, as well as the State of Maryland, has recently embarked upon an intensified highway improvement plan. A portion of the City's plan is designed to facilitate the movement of truck traffic by the construction of a twin-tube, under-harbor vehicular tunnel, between Fairfield and Canton. This 4-lane tunnel will be an important connecting link for north-south routes via Baltimore and should divert considerable traffic presently congesting the downtown streets and waterfront areas. Improvements in the State highway system include the completed Chesapeake Bay Bridge and the Baltimore-Washington Ex

pressway.

Among the important through highways serving Baltimore are: U.S. Highway No. 40, a transcontinental route extending from Atlantic City, N.J., to San Francisco, Calif., and U.S. Highway No. 1, running from northern Maine to Key West, Fla. Other highways originating at Baltimore are: U.S. Highway No. 301, a direct route to the south; U.S. Highway No. 111 to Harrisburg, Pa.; and U. S. Highway No. 140, extending northwestward to Gettysburg, Pa.

Under provisions of Part II of the Interstate Commerce Act of 1887, and as further governed by the Motor Carrier Act of 1935, motor carriers are subject to regulation by the Interstate Commerce Commission. This regulation extends to matters pertaining to tariffs, their structure, and the published rates.

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Accordingly, the structure of motor carrier tariffs, classification, and, to a degree their rates, have gradually approached the pattern set by the rail carriers. Although the motor carriers have not always participated with the rail carriers in the numerous Ex Parte hearings before the I.C.C. in seeking increases in their rates, the motor carrier's rates are currently on practically the same basis as those published by the rail carriers.

Applications for rate adjustments made to the I.C.C. by the motor carriers are subject to procedures similar to those involving rail carriers. general increase of a bout 8 percent in motor carrier class rates within the Middle Atlantic Territory has been published by the Middle Atlantic Conference to become effective April 18, 1955. The scale of increased rates is published in its Master Tariff No. 15, MF I.C.C. No. A-676 and is made effective by numerous supplements to class rate tariffs making references thereto.

AIRPORTS AND AIR TRANSPORTATION

Baltimore, Md., is served by several airfields, all within an 11-mile radius of the center of the city. However, there is only one significantly important commercial airfield - the Friendship International Airport. Friendship is a large, modern, and well-equipped airport with passenger and freight services supplied by numerous scheduled and non-scheduled air carriers. The field covers an area of about 3,200 acres and is located approximately 9 miles southwest of Baltimore. It has three paved runways, of which the longest is 9,400 feet, and each is constructed to withstand the landing impacts of the largest commercial aircraft. The field has a rotating beacon light and a runway-controlled instrument landing system with illumination by high intensity lights. Major aircraft and major engine repair services are available, as is aviation gasoline of several octane ratings. Latest weather reports are also available

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