Where less than carload lots are shipped the cart age and ferrying must be looked after by the agent of the exporter, preferably a freight forwarder.
19. That bills of lading.—Goods may be dispatched from inland points by rail on "thru bills of lading," which may route even to the final inland destination. The railroad company engages the ocean freight room and the shipper is relieved of all detail. Not infre quently, however, the freight charges on such ship ments will prove higher than the shiper could have obtained himself. Consequently the method, tho simple, cannot be recommended until the railroads de velop greater economy and efficiency in the service.
The bills of lading issued by steamship companies from the port of exit to the foreign inland point are also called thru bills of lading. It is not usually pos sible for carriers in this country to quote favorable rates on such thru shipments. The foreign buyer generally prefers to look after the transportation in land himself.
"Steamship thru bills of lading" for trans-shipment at a foreign port are issued by some companies. The large "omnibus" companies, like the German, with a network of lines covering the entire world, were form erly in the best position to offer this service. Where the carrier is not able or willing to issue such tran shipment bills of lading, the shipper can obtain this service thru a freight forwarder.
When transhipments are made the risk is borne by the shipper. The carrier in the ocean bill of lad ing disclaims all responsibility except in case of gross negligence. A commonly found clause reads: "To be trans-shipped at . .. to . .. at carrier's expense, for account and risk of the shipper." Transhipments should be avoided whenever possible, for they increase the danger of damage and delay.
20. Delivering goods to carrier.—All necessary documents having now been prepared and the invoices checked with the goods, the latter may now be brought to the pier or put alongside the vessel by a lighter.
When the goods are extremely heavy the shipper must make the necessary arrangements to have the goods hoisted on board. A derrick or lighterage com pany may be engaged for this purpose, or special ar rangements may be made with the carrier to perform the service at a special rate. The freight rates quoted
by steamship companies are applicable only to cases of less than two tons. At transhipment points as well as at the port of destination, similar extra charges may be necessary. Steamship companies are usually able to quote freight rates including these extra pay ments.
During the European War when freight space was at a premium, freight forwarders, who "knew the game," frequently succeeded in obtaining cargo space for their clients by bringing the goods alongside in a lighter and hoisting them on deck while the goods of the shippers not personally represented or lacking in experience, remained on the pier.
21. Dock receipt.—The goods are delivered to the carrier's freight clerk who, after seeing the shipping permit, allows them to be placed either on board or on the pier. When goods are shipped "in bond" they should not be delivered before the steamer is prepared to receive them.
After the goods have been delivered the carrier's clerk issues a receipt. The shipper fills out the re ceipt, the carrier's clerk checks it with the shipment and upon finding it correct signs it. Care should be exercised to record in the receipt all marks and num bers on the cases, to describe the contents of the cases and to have the receipt made out in the name of the person to whom the final bill of lading will be issued. Partial deliveries against these receipts are sometimes written on the back with date and time of delivery, and special receipts are issued for separate deliveries. The final dock receipt is issued when the delivery is complete.
22. Goods on the dock receipt usually states that the goods were in "apparent good order" when delivered and the carrier assumes no responsi bility for them while on the dock. The insurance pol icy taken out against the shipment should, therefore, cover not only the risk of ocean transportation, but also the danger of fire or damage while the goods are on the dock. For this a special arrangement is nec essary, as the ordinary marine policy does not cover goods awaiting shipment, nor while being hoisted into the vessel.