The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

382 regular rate of 30 cents per ton will be charged for each stevedoring in addition to the transfer charge of 60 cents per ton that is collected from the initial or delivering carrier. When the receiving carrier desires cargo stevedored into its steamers in such a manner as to permit of its discharge at more than one port, thus requiring more labor in the stevedoring than would be necessary if cargo were loaded for delivery at one port only; or when extra labor is made necessary to shift cargo in the holds in order to secure proper working room, the cost of such extra labor for this special work will be © charged against the receiving carrier =—plus' a surcharge of :15 ‘per cent. When the receiving carrier does not lift all cargo on hand in its entirety, and calls for certain cargo, necessitat- ing extra labor in its segregation—the cost of such labor will be charged against the receiving carrier—plus a surcharge of 15 per cent. Steamships must furnish power and labor for ‘operating winches, as well as_ suit- able gear and tackle and if, in the judgment of the railroad company, the winchmen furnished by the steam- ers do not give satisfactory results, it will have the right to substitute competent winchmen at the expense of the steamer. Cargo for local delivery at Colon and Cristobal will be handled once across the wharves at the rate of 30 cents per bill-of-lading ton, and switched at the rate of $5 per car. Cargo for local delivery at Panama will .be charged $1.25 per bill-of- lading ton, including cranage at Bal- boa. The rates for stevedoring cover only general cargo, and charges for special commodities will be made as follows: ve Boilers, locomotive parts, machinery, railroad cars, etc., scrap machinery and scrap boilers, etc., or other heavy weights over two tons (per bill-of- Vadtiie) HOM) Wie reuctatete cue ie wists olec oa ersy 0.50 Structural iron over 35 feet long (per Dalleot-laG nes tO) oe Geist niet alecoheus tens Loose brick, conduit, sewer pipe, terra cotta and tiling (per bill-of-lading BOLI) ete sae a See a pS Ghee wnoca aru lal sane ane 50 Loose scrap iron of irregular shape, pieces not over two tons (per bill- Otsladiig?: LON) =. catiaweai we cbecierislenele 60 Lumber, switch and cross ties (per MM. ft. B, Rees ean ha any ac eae hee ie 50 Rough timber and logs (per ton)...... .40 eikinioesCper linear. .LOOt) .i/seie tenses eres .0034 Horses, mules and donkeys (per head). 1.00 Wattle Ger Mead) esc clas a aerd wcsrclaceywiens ke Calves, goats, dogs, hogs and _ sheep (DET HEA) ha rae seis aveiwin atten ene ete ole .50 Live stock other than above indicated, when crated (per ton)............. 1.00 Mail, baggage and specie (per ton)... 1.00 Explosives (per bill-of-lading ton).... 1.00 The above-mentioned rates for stevedoring apply to only such cargo as can be handled by ship’s gear. Any additional appliances, machinery, wrecking cranes, etc., to be supplied by the Isthmus will be paid for by the delivering carrier in the case of cargo discharged and by the receiv- THE MARINE REVIEW ing carrier in the case of cargo de- livered. Rates for towing. follow: For work harbor work, shifting berth, around piers or locks, and short tows in Gaillard Cut and _ elsewhere, per HOUL TOL eLTAction.« LHETEOLY niiis oe wie $ Fractions of an hour beyond the first hour to be charged for on basis of 15-minute periods. Charge to begin when tug leaves permanent berth and to continue until her return to same. For towage through the canal: Pero net “Panama canal tones cure semaines Pers adisplacement::tOma eae sect ees ei eta 9 .04 Minimum charge for towage throug. the GALA iat eter see eee oes ENT RL Pe Nas 150.00 When no berth is available and call is made on the Panama railroad 'for lighters, and it is possible to furnish An INCE the EastLAnp disaster a S great deal of conflicting and unreliable information has been published regarding the scope of the work of the steamboat inspection service in examining and _ passing upon the construction of steamships. The service has been severely cen- sured in certain quarters for failure to condemn EastLanp on account of her instability, but, as pointed out in the September issue of The Marine Review, the inspectors went as_ far as the law permitted them to go. There is nothing to indicate their examination of EASTLAND was in any way faulty under the law. The law, as it stands at present, does not give the inspectors power to examine the stability of passenger steamships. On this point The Marine Review has received an _ official communication from George Uhler, supervising in- spector general, the contents of which are as follows: SS “You are informed that under the provisions: of Section 4417 R.S., the local inspectors shall, once in every year, at least, carefully inspect the hull of each steam vessel within their respective districts, and shall satisfy — themselves that such vessels so sub- mitted to their inspection are of a structure suitable for the service in which they are to be employed, etc. “Under the provisions of this stat- ute the local inspectors have ample authority to refuse to certificate a vessel that they do not believe is of a structure suitable for the service in which she is to be employed, and they also would have authority to condemn a vessel that was not of proper structure. At the same time, however, there are no detailed rules or tests laid down by which local in- spectors shall ascertain whether a vessel is of structure suitable for the service in which she is to be em- ployed, the bureau not having author- ity to lay down such detailed rules in regard to hull construction. It may SSS SS October, 1915 same, they will be furnished free, the usual charge for labor, stevedoring, and transferring cargo to apply; but when lighters are furnished to a ship in quarantine, or by a ship on berth solely to expedite the discharge and loading of a ship with no _ corre- sponding benefit to the Panama rail- road, a rental of 50 cents per hour for their use will be made, in addi- tion to the usual charge for stevedor- ing and transferring, all towage to be borne by the steamship company. When a steamship line furnishes its own lighters, labor, towage, etc., then the right of basin charge will be assessed at the rate of 40 cents per bill-of-lading ton. SS Official Explanation be further stated that the steamboat inspection service. has neither the money nor the force of inspectors sufficient to approve and follow-up hull construction. This is a matter that has had the consideration of this bureau, and as it may be of interest to you, you will find enclosed here- with a copy of the annual report of the supervising inspector general for the fiscal year ended June 30, 1914, your attention being particularly in- vited to the marked portion on page 16 thereof.’ The quotation referred to in Gen. Uhler’s letter is as follows: “It is believed, instead, that there should be stationed in the office of the supervising inspector general a corps _ of experts whose business it would be to approve the proposed hull con- struction. This, it is thought, is nec- essary (1) because it would enable the department to employ experts who are more familiar with hull con- struction than the local inspectors, and (2) it would result in that uni- form administration of the law with which the supervising inspector gen- eral is charged.” A Significant Paragraph Another significant paragraph from the same report is as follows: “At a meeting of the board of su- pervising inspectors in January, 1911, there was promulgated a rule requir- ing the owner of every new vessel of over 100 gross tons, when making ap- plication for the first inspection of the vessel, to furnish the local inspectors of the district where the vessel is to be inspected a drawing, or blue print, in plan and section, showing fully the general construction of the vessel— whether of wood, iron, or steel—in- cluding dimensions; spacing of frames; disposition of hull plates, outside and in, or of outside and inside planks; construction of decks, construction of transverse and longitudinal bulkheads and location of same; space between decks; details of principal scarfs; a statement of the shapes, dimensions and unit weights of all structural