Declaro que soy el

de las mercancías, relacionadas en la presente

factura y que son ciertos los precios y demás particulares que en ella se consignan, y que las mercancías contenidas en dicha factura son productos del suelo ó de la industria de los Estados Unidos de América.

Declaro que soy el agente autorizado por Don

que ha suscrito la anterior declaración, para presentar esta factura en la oficina consular de Cuba en esta plaza, á fin de que sea certificada."

No.

CONSUL GENERAL DE LA REPUBLICA DE CUBA EN NEW YORK Certifico; Que la presenta factura compuesta de—–—

hojas, selladas con el de

este consulado, me ha sido exhibida por el firmante de la declaración que antecede vada en esta oficina.

Lo que firmo y sello con el de este consulado general en New York áDerechos.

Invoice of merchandise shipped by the undersigned, on board the is master, and consigned to'

the Republic of Mexico, to which port the vessel is bound.

whereof

of the port of in

Date, protest and signature of shipper to be placed at the end of the invoice.
Instructions.-Every package must be marked and numbered.

The number of packages must be added at the foot of each invoice in figures and writing.

Erasures, corrections and writing between lines not allowed. Any non-compliance with the foregoing instructions will subject the importers to a fine in each case.

The declarations of the "class of merchandise" should be in conformity with the vocabulary of the Mexican customs house tariff.

CERTIFICATES OF ORIGIN

These are declarations required by the consular regulations of certain countries, giving information as to the country of manufacture or growth of the merchandise being shipped. The object of these declarations is to enable the customs authorities in the country of importation to assess the proper duties, preferential tariffs being often granted to "favored nations" on various lines of goods.

The declaration of origin is sometimes placed at the head and sometimes at the end of the consular invoice (see the Cuban invoice above); in some cases the country of origin is indicated in a column of the consular invoice; and in other cases (as when no certified invoice is required) a separate form is used (see the form for Japanese shipments below).

Fees are usually charged for certifying these certificates, or for the blanks or for both.

The requirements of the different nations in respect to these certificates are given in complete form in the bulletin "Tariff Series No. 24" of the Bureau of Manufactures, Washington, D. C., where they may be obtained on application.

DECLARATION AND OATH AS TO AMERICAN PRODUCTS OR MANUFACTURES EXPORTED TO JAPAN

I,, do solemnly, sincerely, and truly swear that I -office at

city of

am

b of the

CITY OF

-a of

State of

U.S. A.,

-x in

19-; that all the said articles are respectively, truly, and bona fide the each case of the place above mentioned in the United States of America, and that in all other respects the foregoing statement as to said articles is true to the best of my knowledge and belief.

[Signature of person making the declaration.]

CUSTOMS TARIFFS OF FOREIGN COUNTRIES

The engineer or contractor is concerned with these tariffs only when making estimates or quotations for material delivered or erected in the country in question, to include all charges of whatever nature. The occasional exporter will rarely quote this way; his price may be based on the material delivered free in ship's tackles (c.i.f.) at the foreign port of entry, but the importer usually takes care of the customs duties and landing charges himself.

For a complete schedule of the customs tariff's of all nations, see the "Shipping World Year Book," by Evan Rowland Jones; or the bulletins issued by the Bureau of Manufactures of the Dept. of Commerce and Labor, Washington, D. C.

SEC. II. DESIGNING AND PACKING FOR EXPORT SHIPMENT

LARGEST PIECES THAT CAN BE HANDLED

The size and weight of the largest pieces that can be handled on the route of an export shipment is frequently a matter requiring careful

1 "Shipping World" office, London; U. S. Agents, American Bureau of Foreign Trade, 29 Broadway, N. Y. City.

investigation. On nearly every large installation of machinery requiring transportation to a foreign country (often to a wild and inaccessible location), the question comes up as to the largest piece that it is desirable to ship in one package.

Taking up first the requirements of transportation by mule-back, the maximum package weight is usually taken at 350 lb. In an article in the "Eng. News" of Aug. 12, 1909 by F. C. Roberts and Walter W. Bradley on this subject, it is pointed out that by proper organization and good judgment in the selection of animals, loads as heavy as 500 lb., and (in exceptional cases) even as high as 680 lb. can be handled in one piece. It would appear, however, from the article in question, that a weight of between 400 and 450 lb. is about the maximum at which a piece should be designed, and that weights of this character run up the transportation costs very considerably. Pieces of shafting 13 ft. 6 in. long weighing 580 lb. were transported on the back of one mule by using one man to lead the animal, and another to balance the load.

In transporting long cables, "the coils were made up and tied with wire in the factory before shipping, each mule's load being divided into two parts, with about 12 ft. of cable between each pair of coils. The coils were so arranged that each mule load was about 236 lb."

Lengths of timber, etc., can be carried in pairs, slung on each side of two mules, one at each end.

With regard to tank plates, it is stated that an area of 17.5 sq. ft. per plate was the maximum, or pieces 5 ft. X 3 ft. 6 in.

Transportation by small boats is sometimes the only means of getting material to the building site. Conditions are so variable, however, that the limitations must be ascertained for each individual case.

The unloading facilities at the building site are often limited by natural conditions. On the coast of Hawaii, machinery is carried from the deck of the steamer to the top of the cliffs by means of cableways, the seaward end of the cable passing through a snatch-block on the mast of the vessel to a permanent anchor farther out to sea. Under such unusual conditions, again, the capacities of each case must be ascertained in advance.

The next condition in the upward scale that limits the size of the packages is the capacity of the railroads in the country of entry. The weight of the piece is not of much importance, as cars on gauges of 36 in. and less can carry loads of 20 tons and over; but the clearance limits of tunnels, bridges and sidings are factors to be reckoned with. Typical clearances for various gauges are given in Figs. 109 to 113, but in doubtful cases the actual limits for the line in question should be obtained. As far as the loading and unloading facilities of the railroad are concerned there need be no question, as heavy pieces are invariably skidded and can be slid on and off the cars on to blocking.

The handling between the steamer and the dock at the port of entry is rarely a matter of question. As will be explained later, the steamship can always lift out of its hold and deposit on a wharf anything that is put into her. In the event that the boat cannot come alongside the wharf but must discharge on to lighters in the roadstead, it will often happen that, in order to handle a heavy load at the dock, a special gin-pole, shear-legs or gantry may have to be erected; this can, if necessary, be a temporary, inexpensive structure.

Now with regard to the capacities of steamships, it may be said that the large, modern freighters can handle anything that the railroad can bring to them, and may, indeed, in most cases do better; so that, if very bulky or very heavy pieces are manufactured at the seaboard, so that they may be loaded directly on to lighters, the ship may readily take them when the railroad could not. An exception occurs in the case of very long plate girders; these are frequently shipped on cars in lengths of 110 to 120 ft.; no steamer would handle such pieces, and for export shipment they would have to be made in two, or better, in three lengths with their field splices specially designed (see p. 389).

American wharves are rarely provided with cranes or derricks of any description, so that the lighter material is handled by the ship's tackle, and the heavier pieces by special derrick lighters. The ship's booms are usually rigged for a capacity up to about 5 tons with a maximum capacity of about 10 tons by special rigging. However, freighters usually carry a special boom, with a step-plate to rest on the deck, which can be rigged to handle weights up to 30 or 35 tons. This is made use of in such domestic or foreign harbors as have no means of handling very heavy pieces. The larger derrick lighters have steel booms and can handle pieces up to 30 or 35 tons; they are practically floating cranes with space on their decks for carrying material; and they are variously used for lifting material from cars to their own decks, transporting alongside steamer and there unloading, or for loading and unloading from a storage dock. They are hired by the steamship company for these purposes, and a large proportion of the "heavy lift" charges goes to pay for their use. The size of the steamship hatch must sometimes be considered, especially in the case of long pieces. On the larger freighters the hatches are about 30 ft. X 50 ft. in size, but as the decks are about 10 ft. high, pieces longer than the length of the hatch can readily be placed in the hold. However, 50 ft. is about the longest length which it is generally advisable to ship in one piece when the girder is deep and heavy; light, shallow, girders (for hand-cranes) up to 75 ft. will, sometimes, be accepted by special arrangement.

The following examples of heavy shipments will serve to illustrate average capacities, they do not represent maximum conditions.

(1) Cylindrical sheet-steel "crystallizers," 9 ft. 0 in. diameter × 21 ft.

0 in. long overall, weighing 21,000 lb. each were placed by a derricklighter into a modern freighter in New York Harbor, and were finally placed on lighters in an open roadstead in Formosa.

(2) Plate-girders 45 ft. 0 in. long x 7 ft. 3 in. deep X 18 in. flange, weighing 6 tons each, and half-girders 40 ft. 0 in. long x 7 ft. 3 in. deep X 20 in. flange, weighing 7 1/2 tons each, were placed by derrick-lighters into the hold of a modern freighter in New York Harbor, transported across the isthmus of Tehuantepec by rail, loaded into a steamer on the Pacific. side and deposited on lighters in a harbor in Hawaii, from whence they were picked up by a gantry on a wharf and placed on flat cars. As it was not deemed advisable to ship such pieces in longer lengths than this, girders 72 ft. 0 in. long × 7 ft. 3 in. deep were shipped in 36 ft. lengths and spliced in the field.

(3) An engine-bed for a 30 in. × 60 in. Corliss Engine weighing 33,400 lb.; 20 ft. diameter flywheels in halves of 27,500 lb. each; gear wheels, 12 ft. diameter X 18 in. face, weighing 21,500 lb.; sugar mill rolls 34 in. diameter on shafts 14 ft. 6 in. long, weighing 24,000 lb.; were placed on board a steamer in New York Harbor by a derrick lighter and transferred to barges in an open roadstead in Formosa. Similar material, in which the individual pieces weighed about 25 percent more than the above, was delivered on a wharf in an isolated location in the Philippine Islands, using the heavy boom carried by freighters for this purpose (see p. 375 and Fig. 152).

PACKING FOR EXPORT SHIPMENT; INSTRUCTIONS AND EXAMPLES

The remarks on packing for domestic shipment (p. 343) also apply very largely where the material is to be carried by steamer, except that provision has to be made for the increased amount of handling in slings. All the suggestions of that section therefore, should be considered in connection with the alternate and additional notes given below. Special consideration has to be given to securing compact packages, so as to reduce the excess charges on bulky pieces to a minimum (see p. 356).

A particularly aggravating example of poor packing recently came to the writer's attention in the case of the shipment of a large vacuum pan from New York Harbor to a Cuban port. Several frameworks of light metal rings, bent to a 12 ft. circle and cut so as to splice at the 120° points were shipped riveted to the supporting vertical angles. The gross weight of the whole was only about 4,000 lb., but the measurement was about 1,000 cu. ft., and the freight charge (at 14 cents per cu. ft.) was $140 for this one item. Had the material been knocked-down and nested, the bulk could have been reduced to about 200 cu. ft. and the charge would have been only $28, making a clear loss to the shipper of $112 on this portion of the shipment alone. The manufacturer was paid on delivery