the subject heretofore. This refers to the adequate marking of many such shipments, or a specific indication of some sort applied to each article shipped bare which will ensure the arrival of each such article in the hands of the legitimate consignee. Innumerable complaints are received from importers in other countries of the arrival of iron and steel products-bars, rods, rails, etc.-without identifying marks, with consequent serious losses to importers. For example, observe the reproduction of photograph (page 601) supplied by Colonel Joseph N. Wolfson, of Manila, illustrating losses incurred at that port through the arrival of merchandise which cannot be identified. This is a photograph of quite a quantity of bar iron, which arrived at Manila "without the slightest evidence of packing marks or brands." Apparently a good many American shippers pay no attention at all to the application of identifying marks to loose goods shipped bare, while others adopt very haphazard methods of marking such goods. For example, one shipper writes as follows: "Pig iron, as a rule, is shipped without any marks, but if several different kinds are forwarded in the same vessel, buckets of different colors of paint are sometimes poured over the various piles." It would seem to the critic that a stripe or splash of paint applied with a brush individually to each pig would cost practically nothing, and would be a much surer means of identifying the consignee, different consignees in the same port having, of course, each his own distinguishing color. As a matter of fact, the use of paint of distinguishing colors seems about the only practical and economical fashion of indicating consignees of merchandise of this description. which is shipped loose; very especially when rods, bars, etc., are of comparatively small sizes or diameters, to which it may be physically impossible to affix stenciled or other similar consignee marks in full. The paint marks in question are usually applied at the ends of the bars or rails, or whatever the commodity may be. This, however, is a practice which heretofore seems to have been more honored in the breach than in the observance.

Indeed, some shippers do not seem to have appreciated the really serious losses which have been incurred by foreign consignees, one large shipper actually going so far, in a conversation with the author, as to remark: "A 15-foot bar, even in small sizes, is not an object easily lost." The answer is that they are frequently lost. This same shipper expressed his disbelief in claims advanced on account of such losses, although there can be no doubt at all about the good faith, substantiated in many instances by photographs, of the customers of American shippers who have complained in this respect.

Wherever possible, full stenciled marks, always made with thoroughly waterproof paint of such a description that it will not easily be rubbed or blurred, should be invariably employed, as, for example, in shipments of steel pieces, and in shipments of such other articles often forwarded bare or without protection, as boilers, very large pieces of machinery, etc.

Large Machinery.-Two considerations generally inspire the shipment in bare or unprotected condition of large pieces of machinery. First and chief of which is the usually rough character of the piece being shipped, which ordinarily is intrinsically proof against the usual shipping risks. The second and minor consideration is that even when there are fragile or more or less delicate parts of the piece, they may be more tenderly treated if shipped bare and with the dangerous points easily visible, than might be the case if very carefully boxed and hidden. It may usually be taken as probable, at least, that large and very heavy pieces will be handled with some care and consideration by stevedores, and receive the personal attention of ships' officers, partly because of the power required in hoisting heavy pieces, and partly because of the care required in properly adjusting slings to guard against damage to the deck or even the bottom of a ship, should a heavy piece break loose from the slings and fall a considerable distance. Instances have been known where a very heavy piece, thus escaping from its fastenings, has plunged through the hatchways of a ship, and

broken a hole right through the ship's bottom which required thousands of dollars of expense in drydocking and repairing.

In the shipments of large pieces of machinery, or anything of that description, care must of course be taken for the protection against rust or other damage of bright parts, by thorough slushing in the fashion usually prescribed for machinery in general, as elsewhere in this volume fully described. Skids frequently have to be employed for the mounting of such pieces, in order to facilitate their moving on rollers along wharves or across the floors of warehouses. In this connection reference may be made to photograph (reproduced on page 371) illustrating the manner in which a large condenser is prepared for export shipment, when supporting saddles or feet are not cast integral with the shell. Attached shafting, crank shafts or axles, in the case of large flywheels, etc., should usually be protected by strips of wood, as will be noted in the reproduction of a photograph appearing on page 602. See further in this general connection remarks appearing in the chapter devoted to bulky shipments under the head of locomotives.

Chains. A prominent manufacturer and exporter states that chain larger than 1" is shipped loose, without packing of any description; also smaller sizes are usually packed in wooden cases, or in oil barrels. This manufacturer does not state what, if any, protection is given the larger sizes against danger of rusting, but if, as is often if not usually the case, the chain is shipped for re-sale—that is, shipped to merchants rather than to users—then its arrival in bright, salable condition would seem to require adequate protection against this risk.

Official Specifications.- In connection with shipments of merchandise bare or without packing, the specifications of the General Engineer Depot of the United States Army provide as follows: "Boilers.-Where there are no protuberances likely to be injured the depot may authorize shipment without crating; in this case the marking will be put upon the metal. Tanks, boilers and

similar material, where subject to damage if uncrated, will be shipped on skids or cradles, secured thereto by bands of ample strength provided with a turn buckle or satisfactory substitute; they shall be blocked against longitudinal shifting; the skids or cradles will present no sharp edges to the loads.

"Heavy and large tractor or flywheels will generally be shipped without crating or boxing. Hubs will be carefully protected, if necessary.

"Rails will be shipped bare; splice bars preferably in pairs bolted together with their own bolts; fittings for rails preferably in boxes.

"Unfabricated rolled beams, channels, angles, tees and similar material, including plates, not less than 3/16 inch thick, will be shipped bare.

"Wire fence material will be made into tight rolls and securely wired, with wires about 6 inches from each end and not over 36 inches apart, not crated.

"Fabricated structural steel will generally be shipped bare. Each piece will be marked as directed. Where projecting parts are likely to be injured, such blocking as will protect them will be placed, unless held unnecessary.”

CHAPTER XXIII

EXPORT SHIPMENTS IN DRUMS AND CARBOYS

TH

HE average American manufacturer of products shipped in drums is usually interested mainly in the quality of the product and he frequently gives the package too little consideration. However, it is obvious that the rôle played by the package is of such importance that every effort should be made to provide a suitable container. The manufacturer, in ordering his cans or drums, should be most careful first to secure every bit of information at hand in reference to the particular shipment, to consider the nature of the material with which the container is to be filled, to understand conditions at point of destination, and so on.

A prominent manufacturer of steel containers offers the following remarks on packages of this sort:

"In the selection of a package for export work, we take into consideration the specific gravity of the material to be shipped, the destination, the number of handlings, and the market for used drums at the port of final destination. We do not recommend for any export work a package lighter than 16 gauge in the 55-gallon size or 14 gauge in the 110-gallon size, and for anything longer than transatlantic shipments, we recommend a package with separately applied rolling hoops. We herewith send you a photograph of a standard container (see page 602).

"For sulphuric and other corrosive acids and materials having a gravity over 1, for consumption in England and territories adjacent to the larger continental ports, we recommend all 14 gauge with separately applied rolling hoops in the 55-gallon size, and all 12 gauge with separately applied rolling hoops in the 110-gallon size. These specifications also apply for any commodity shipped to Asiatic ports, but to the West Coast of South