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The official title of the Hague Rules the "International Convention for the Unification of Certain Rules of Law relating to Bills of Lading". After being amended by the Brussels Amendments (officially the "Protocol to Amend the International Convention for the Unification of Certain Rules of Law Relating to Bills of Lading") in 1968, the Rules ...
The Hague Rules of 1924 (formally the "International Convention for the Unification of Certain Rules of Law relating to Bills of Lading, and Protocol of Signature") [1] is an international convention to impose minimum standards upon commercial carriers of goods by sea.
The Carriage of Goods by Sea Act (COGSA) [1] is a United States statute governing the rights and responsibilities between shippers of cargo and ship-owners regarding ocean shipments to and from the United States. It is the U.S. enactment of the International Convention Regarding Bills of Lading, commonly known as the "Hague Rules".
Grant v Norway (1851) [1] is a case on the Law of Carriage of Goods by Sea; but since 1992 it has no longer been good law.. This was an action upon the case by the indorsees of a bill of lading, against the owners of a vessel, to recover the amount of advances made by the former upon the bills of lading, the goods never having in fact been shipped.
The facts of the case were as follows: The plaintiffs were consignees of a cargo of steel coils shipped from Japan to Rotterdam under a bill of lading issued by the defendants, who were shipowners. The bill of lading incorporated the Hague Rules and provided for English law and jurisdiction. The plaintiffs paid for the goods and received an ...
Consignees (or indeed any lawful holder of the bill of lading) [6] who wishes to make a cargo claim because their goods are substandard or have been lost or damaged at sea, typically have four options: They may sue the seller, the shipper, or the carrier; or they may claim from their own insurance policy.
There was a further provision in the bills of lading that, in the case of shipment from the United States, the Harter Act should apply and that, unless otherwise provided, the bill of lading was subject to the terms of the Canadian Water Carriage of Goods Act, 1910. Finally the bills of lading contained the following clause: "This contract ...
In which case, Article I(c) will be read as if it did not exist. Also, although Article III(4) declares a bill of lading to be a mere prima facie evidence of the receipt by the carrier of the goods", section 4 of the Carriage of Goods by Sea Act 1992 upgrades a bill of lading to be " conclusive evidence of receipt", thereby annulling the ...