| EFFECTIVE FROM OCTOBER 17, 1898 | ||||
| First Class. | First Class, Excursion. | Second Class. | ||
| To Havana | $40 | $70 | $20 | |
| “ Progreso | 55 | 95 | 35 | |
| “ Vera Cruz | 60 | 105 | 35 | |
| “ Tuxpan | 65 | 115 | 45 | |
| “ Tampico | 60 | 105 | 35 | |
| “ Campeche | 75 | 130 | 45 | |
| “ Frontera | 75 | 130 | 45 | |
| “ Laguna | 75 | 130 | 45 | |
| “ Mexico City | 65 | 115 | 45 | |
| “ Guantanamo | 60 | 100 | 30 | |
| “ Santiago de Cuba | 60 | 100 | 30 | |
| “ Manzanillo | 60 | 100 | 30 | |
| “ Cienfuegos | 60 | 100 | 30 | |
| “ Nassau | 40 | 70 | 20 | |
These rates are for rooms on main deck. An extra charge of five dollars per berth will be made for all hurricane-deck rooms taken in any direction. “Stop-over” privilege, five dollars for each port.
| Children 3 to 12 years of age, half rates |
| Children under 3 years of age, free |
| Servants accompanying employers pay half rates. |
Another leading line is the Companía Transatlántica Español (Spanish Transatlantic Company), whose list of ships, taken from the British Lloyd’s Register, 1898-99, including those vessels sailing to and from Spanish ports as well, is as follows:
This line runs its steamers from New York to Havana direct on the 10th, 20th, and 30th of each month. The Compania Transatlantica, which has always manifested a progressive spirit, will, as soon as the differences in the Spanish-American war are definitely settled, immediately begin the extension of its lines in the development of commerce between the West Indies and the Americas, and will seriously entertain the establishment of a line connecting the Philippines with San Francisco; and, as it has a sufficient number of steamers to meet the requirements, it will be prepared to inaugurate the service at once, especially if the United States Government will enter into an arrangement to grant it a mail service. This additional service will in no-wise affect the service between Spain and Cuba, which must continue for at least ten years, under a contract entered into with the Spanish Government.
A third company is the Munson Steamship Line, which carries on an extensive and general transportation business in chartered steamers. Every Saturday a ship carrying passengers and freight leaves New York for Cuban ports, and others go at irregular intervals, carrying freight to every port of any importance in Cuba. The Munson vessels go from Philadelphia and Baltimore, carrying coal; others carry cattle from Mobile, Galveston, and other American ports, and a steamer goes once a month from Halifax. This line does the bulk of the cattle business to Cuba. Its general offices are in New York.
There are a few unimportant, irregular lines, in addition to the three leading lines named, but they carry freight chiefly, and take their cargoes as they can get them. A large number of “tramp steamers” do business between various American and Cuban ports, coming and going as their work demands. In addition to ships from American ports, there are lines from Havana to Spanish ports; a monthly steamer between Vera Cruz and Southampton calling at St. Thomas and Havana; a French line runs from St. Nazaire to Havana, stopping at Santander; lines from Havana to Sisal and Vera Cruz; from Havana to Colon, calling at Nuevitas and Gibara; from Havana to Porto Rico, calling at all Cuban ports on the north coast; a French line from Havana to Vera Cruz and New Orleans; a German line from Havana to Hamburg; and the little steamers Olivette and Mascotte of the Plant Line, best known to Americans, who go from Tampa to Havana twice a week.
In 1894, 1309 foreign vessels, having a tonnage of 1,794,597 tons, entered the port of Havana. Of these 603 were American and 409 Spanish, with a tonnage, respectively, of 776,229 and 677,907. Coastwise steamers are not included in these figures. These are numerous, and the service between Havana and other Cuban ports is much better than might be expected, due very largely to the fact that communication by road and rail between Cuban towns is so far below the standard, and in many instances entirely lacking by rail and practically lacking by highways.
Since the occupation of Cuban ports by the United States authorities amended customs and port regulations have been adopted to meet the changed conditions of affairs in the Island. The following port regulations are taken from the latest report on the subject issued by the Treasury Department: