are frequently compared with similar quotations from competing concerns in this country. It is, therefore, important that they be clearly phrased and absolutely accurate; ambiguity or error results in loss of money or of business by the firm.

FORMALITIES IN MAKING SHIPMENTS

The numerous formalities which must be observed in connection with foreign shipments are bewildering to the layman. Their complexity is responsible, at least in part, for the disinclination on the part of some American concerns to enter foreign trade.

PACKING

In filling an order from a foreign customer, the first step is to prepare it for shipment exactly as he directs; or, if no directions are given, to prepare it so as to entail the least possible expense compatible with the safety of the goods. Reference has previously been made to the fact that ocean freight rates are computed on either a weight or a measurement basis, whichever is greater, at ship's option; and the customer, consequently, is not pleased if he has to pay the freight on a consignment put up in a container two or three times as large as necessary. Substantial reinforced containers must be employed to withstand the unusual stresses to which the package may be subjected, and where the actual packing has been delegated to a subordinate, packages should be carefully inspected by the superintendent of the shipping room to make certain that this detail will prove satisfactory to the customer.

NOTIFICATION OF SHIPMENTS

In the case of shipments from inland points of origin, the seaboard representative, whether he be a representative of the firm, an accredited export agent, or the foreign freight agent of a steamship company or navigation line, should be notified of the forwarding of the shipment. This may be accomplished by sending him the original bill of lading, by means of which the goods may be secured from the railroad by local truckmen, or lightermen where lighterage is necessary. Inland freight charges should be prepaid, thus eliminating objectionable red tape at the seaboard.

INVOICES

An invoice should be sent with the bill of lading, since the selling price of the goods must be declared in the manifest according to the customs regulations of this country.

LIGHTERAGE

This is an important element in figuring ocean charges. Lighterage is the delivery of property from railroad piers to the navigation company's piers or docks by barges, and the charge therefor. At various harbors, New York, for example, the inland transportation companies furnish free lighterage within certain limits. That is, on some classes of goods they assume the cost of effecting the transfer from their terminals to those of the navigation company. Free lighterage does not apply, however, to heavy cargo or to articles of unusual dimensions. A charge is made for the use of special equipment, such as steam light

ers or derricks or hoists, which are necessary to swing heavy articles from piers or on board the vessel, especially if the equipment of the vessel is unable to do so.

CARTAGE

Where the transfer is not effected by car floats or by lighter from dock to dock, it must be done by cartage. In some cases this must be added to the rate. The terminal tariffs of the inland transportation companies should, therefore, be analyzed carefully to determine the bearing of such cartage and lighterage regulations as may be incorporated therein.

Cartage and lighterage are particularly important in the case of heavy articles, where the cost may assume considerable proportions. Instances are on record where shipping novices have assumed that the rate for transportation was made up of the inland rate plus the steamship rate, and have completely failed to take into account the extraordinary terminal cost; as a result their principals have suffered a substantial loss which would not have occurred had the transportation problem been intelligently analyzed.

WAREHOUSING

Sometimes, because of directions from the customer, or for other reasons, it is necessary or desirable for the industry to ship goods to a port and to warehouse them at that point, pending the receipt of other goods with which they are to be assembled, or until sufficient cargo space is available on a vessel sailing at a later date. The many warehouses at the waterfront of our principal seaboard cities will receive goods for

warded to them, and will hold them until the proper time, at a nominal charge for storage and for handling.

SHIPPING PERMITS

Unlike railroad companies or inland navigation companies, transoceanic or coastwise shipping concerns do not permit the promiscuous delivery of freight at their piers. Obviously, a vessel can carry only so much tonnage on a weight or measurement basis. The agent of a steamship company, therefore, must book freight offerings for various vessels according to a definite plan. He must not permit his piers to become congested. His freight must arrive on a schedule, and after he has agreed to accept his capacity cargo, he must receive no more.

After the goods have reached the seaboard and are ready for forwarding, the shipper must, therefore, request a shipping permit. A description of the goods, the quantity, the number of packages, and the weight and measurement are usually required to be shown on the request for such permits. If the space is available, the provisions of the shipping receipt should be carefully observed. This may provide that the goods are to be delivered on a certain day or at a certain location, and the tendering of the goods at any other time or at any other location will result in their being refused.

Some bills of lading and contracts provide further that the freight is earned whether the goods are carried or not, and where the vessel sets aside the space allotment and the shipper does not get the goods aboard that ship, he is charged for the space as tho the goods were carried.

DOCK RECEIPTS

In exchange for the shipping permit the truckman will be given a dock receipt by the dock foreman, indicating the number of packages received, and the measurement, weight, and similar items. Care should be taken to see that the dock receipt specifies the number of packages, their marks, and similar information, as in the majority of cases this receipt is to be later exchanged for a bill of lading.

MANIFESTS

The customs regulations require the preparation of a manifest, the form of which is prescribed. This must be filled out in accordance with the directions. A supply of these blanks can be kept in the foreign department, so that copies can be sent to the customs house to be attested or viséd and a certified copy can be obtained to accompany the other shipping documents.

CONSULAR INVOICES

In the case of goods destined to a relatively small number of countries, consular invoices are required. To a certain extent they are a duplication of the information in the manifest, containing a statement of the kind of goods, their value, the exporter, the consignee, the vessel in which shipped, marks, and other data.

These invoices are presented to the consuls of the respective countries at the port of shipment, and are certified by them, a charge being levied for this service ranging from 25 cents to $25, according to the value of the shipment and the country involved.