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366 might cause several days’ delay to a vessel. There is no charge for pilotage on vessels passing through the canal which do not stop at either terminal port to discharge or take on passen- gers or cargo. Also there is no charge when they stop at terminal ports for the purpose’ of taking on coal, sup- plies, etc. Pilotage charges when levied are port charges and not a part of the expenses of passing through the canal. The only additional expenses to which a vessel may be put for canal transit proper would be for services rendered necessary by the condition of the ship. Such are charges for furnishing extra men on deck to han- dle the lines in passing through the locks, when the ship’s crew is not sufficient; and tug service for sailing vessels or steamships in condition re- quiring assistance. Under such con- ditions the tug charge is $15 per hour; or for complete transit of the canal, 10 cents per net canal ton, or 4 cents per displacement ton, with a minimum charge of $150. Coal and Oil Supply Coal is supplied to vessels at both terminal ports, at the rate of between 400 and 700 tons a day. The facilities are being improved. The _ present prices for delivery from _ lighters, trimmed in bunkers, are $5.40 per ton, when handled by ship’s gear, at Cris- tobal; and at Balboa, $6.40. These prices will advance to $6 and $7, re- spectively, on Sept. 1. The coal is Pocahontas standard. Fuel oil may be obtained at either terminal from plants of the Panama canal or from private corporations, at the rate of about 1,600 barrels an hour. The price from the canal is $1.25 per barrel of 42 gallons, sold as dry oil at the local temperature, with subtraction of the amount of water contained, as shown by analysis. Prices from the corporations may be obtained on application to them. Diesel engine oil is for sale by sev- eral corporations, one of which quotes a general price of $10.80 per ton of seven barrels. Supplies in unlimited quantities, in- cluding meats, cold storage products, groceries, fruits, vegetables, etc., as well as. ships’ supplies—lubricants, cordage, ships’ chandlery, standard articles for ships’ use—can be pur- chased from the Panama canal in either of the terminal ports and deliv- ery can be made on short notice. By governmental regulation’ these goods are sold at fixed prices very slightly above cost. Ice is furnished for 30 cents per 100 pounds at Cristobal and 35 cents THE MARINE REVIEW per 100 pounds at Balboa. Laundry is handled quickly and no advance notice is required. Repairs to vessels may be made to any extent, except where the use of a large dry dock is required or the turning of the largest crank shafts or longest line shafts. Ships are boarded by a boarding officer immediately on arrival. He furnishes price lists and takes orders for all kinds of supplies or fuel. Any supplementary orders or requests for any kind of services may be sent to the captain of the port, communica- tion with whom is always easy. The captain of the port of entry is the local executive with whom, or his authorized immediate represent- atives, the master of a vessel coming into the canal will have dealings. His office is the clearing house for all October, 1916 Magnet on Lake Boat The freighter Cicoa, a Great Lakes vessel, is now employing electric lifting magnets to handle her cargoes of pig iron. The application of magnets to this purpose marks an interesting ad- vance in freight handling methods as it is the first time that pig iron has been handled by a ship’s own equipment of magnets. The accompanying illustration shows the magnets handling their first load. The use of the magnets dispenses with the services of the usual gang of longshoremen. It is stated that the loading cost of the first cargo of 2,000 tons of pig iron was only $100 with the magnets, whereas the employment of longshoremen would have cost from $500 to $600. The magnet equipment comprises three LIFTING MAGNET LOADING PIG IRON ON STEAMER CICOA AT ASHLAND, WIS. business with the ships, and is the local marine headquarters. It gives out chronometer comparisons, nautical information as to charts, sailing di- rections, etc., delivers and_ receives mail, and has supervision over the de- livery of coal, supplies, etc., to ves- sels. While by no means necessary it is advantageous if vessels can advise in advance when they will arrive, by mail, cable, or radio. Mail is received five times a week from the United States, and approximately a week after posting. The canal is equipped with three radio stations, two for areas within 1,000 miles of the ter- minal ports and one which has a sending radius of approximately 3,000 miles. Communications should be addressed to the Panama Canal, Balboa Heights, Canal Zone. The cable address of the canal on the Isthmus is Pancanal. 36-inch circular magnets furnished by the Cutler-Hammer Clutch Co., Milwau- kee. One man operates each magnet, a fourth attendant being employed for taking care of the generator. With all three magnets working, the net weight of pig iron lifted from the dock is 4,500 pounds. Lifting magnets have previously been installed on ‘docks for handling pig iron in and out of vessels. Two Cutler- Hammer magnets were installed on the dock of the Inland Steel Co., Indiana Harbor, Ind., in 1910 and unloaded 2,000 tons of pig iron from the freighter Erwin L. FisHer in 10% hours. . The freighter Cicoa is owned by the Charcoal Iron Co. of America, Detroit. She ‘will be employed exclusively in carrying pig iron from the company’s Lake Superior and Lake Michigan docks to Buffalo.