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The document discusses the liability of shippers and receivers of goods when dangerous or hazardous cargo is involved. It notes that over 50% of shipped goods can be considered dangerous and that misdeclared cargo has led to expensive shipping accidents costing over $300 million. The key issues addressed are what constitutes "dangerous goods" under shipping law, whether strict liability applies to shippers of dangerous goods, and how liability is addressed under new international shipping regulations.
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This document provides an overview of the law of carriage of goods. It defines key terms like contract of carriage, common carrier and private carrier. It discusses the carriage of goods by land, sea and rail. For land carriage, it outlines The Carriers Act 1865 and for rail, The Railways Act 1890. For sea carriage, it mentions The Bills of Lading Act 1856 and rights under a bill of lading. It also describes the rights and liabilities of common carriers when transporting goods.
Carriege by air
This document summarizes Indian law relating to air carriage, both domestic and international. It discusses the conventions that apply (Warsaw for domestic, Hague for international), key documents involved in air transport, the rights and responsibilities of carriers and passengers, limitations on carrier liability, procedures for claiming damages, and some relevant case law. The key points are:
1) The Warsaw Convention applies to domestic air carriage in India while the Hague Convention governs international carriage.
2) Carriers are liable for passenger injury or death, lost or damaged luggage, and delayed cargo, with certain liability limits.
3) Carriers can avoid liability by proving they took necessary precautions or that damage was unavoidable
Bill of Landing form
This document outlines the terms and conditions of carriage for XXXXXXXXXX Shipping Company. Some key points include:
1. The carrier's liability is governed by Vietnamese maritime law and international conventions like the Hague Rules, depending on the country where the bill of lading was issued.
2. The carrier is not responsible for goods before loading or after discharge from the vessel.
3. The contract is for liner service, so the vessel may call at any port and engage in activities like repairs along the route.
4. The carrier can transport the goods by any means of transport and is only liable for damage occurring on its own vessels.
Law_15.pdf
This document discusses different types of carriage laws in three parts: carriage by land, carriage by sea, and carriage by air. For carriage by land, it describes the Common Carriers Act of 1865 and Railways Act of 1890. For carriage by sea, it outlines several relevant acts and defines key terms like carrier, charter party, and bill of lading. It also lists characteristics of common carriers and their duties. For carriage by air, it explains required documents like passenger tickets, luggage tickets, and air waybills as governed by the Carriage by Air Act of 1972.
Principle & practice of insurance
Marine insurance covers losses from perils at sea for ships, cargo, and freight. It originated in ancient civilizations and developed further in medieval Italy and England. Lloyd's of London standardized marine insurance clauses. A marine insurance policy must specify the insured, subject, perils, voyage or time period, sum insured, and insurer. It can cover voyages, time periods, specific or floating property values. Perils of the sea are uncontrollable risks like storms, collisions, or war that could cause loss during ocean transport.
Final air carriage law_presentation_2016
This document summarizes the laws relating to the carriage of goods by air. It discusses the key international treaties that govern air transport, including the Warsaw Convention of 1929, Hague Protocol of 1955, Montreal Convention of 1999. It also defines important terms like high contracting party and international carriage by air. The document outlines the documentation responsibilities of carriers, including requirements for air waybills, passenger tickets, and baggage checks. Finally, it discusses carrier liabilities and limitations on liability amounts for death, injury, delay or loss of passengers and cargo.
Using_an_Electronic_Bill_of_Lading_as_a.pdf
This document discusses the prospects and challenges of using an electronic bill of lading as a document of title. It provides background on the traditional paper-based bill of lading and its key functions as a receipt, evidence of a contract of carriage, and a document of title that can be transferred. The need for an electronic bill is described, including reducing costs associated with paper documentation and addressing delays when cargo arrives before paper bills. However, an electronic bill must functionally replicate the key aspects of a paper bill, particularly its ability to transfer title without physically moving goods. Overall challenges in fully replacing paper bills with electronic ones are explored.
General Provisions
Purpose
Article 1: The purpose of this Law, in view of rights and obligations stemming from international and national law in matters of assuring marine safety and preventing marine pollution, is to establish;
a) The principles concerning response and preparedness for eliminating the risk of pollution, or for reducing, containing, or eliminating pollution in emergency incidences stemming from ships or operations of coastal facilities,
b) The principles for determining and compensating for damages resulting from an incident,
c) The principles concerning fulfillment of international commitments, and
d) Powers, duties, and responsibilities of the officials of institutions, organizations, ships, and facilities as stipulated in the Law, along with those of any (other) persons subject to the Law.
Scope
Article 2: This Law includes the authorities , duties and responsibilities of the Ministries , Public Authorities and liable parties of the ships of 500 gross tons or larger, that are carrying petroleum or other harmful substances and are already in or are requesting to enter an area of enforcement for any reason; along with the liable parties of coastal facilities performing operations that might cause pollution with petroleum or other noxious substances.
War ships, auxiliary war ships, along with any ships owned or operated by a state and used for noncommercial activities, shall not be subject to this Law.
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Bill of-lading
The document is a bill of lading for a shipping class listing Miguel Benavidez, Mayra Freire, Ma. Lourdes León, Anais Macías, and Andrea Solórzano. A bill of lading is a document issued by a carrier to the shipper that identifies the nature, quantity, and quality of goods being shipped. It serves as a receipt of the goods and contract of carriage, and must be presented to take delivery of the goods at their destination. The bill of lading should include information like the names and addresses of the carrier and shipper, name and nationality of the ship, loading and unloading ports, name and address of consignee, description of goods, and
Carriage of Goods by Land -Presentation.pptx
Goods can be carried by land (including inland waterways), sea, air or a combination of all these modes of transportation (multimodal transport system). Different laws govern such different modes of carriage of goods. There are two statutes that govern Carriage of Goods by Land:
- Carriage by Road Act, 2007
-The Railways Act, 1989
The present PPT includes the important provisions of both the acts and also includes the Rights, Liabilities and Responsibilities of Common Carriers.
The present PPT also includes the Responsibility of a Railway Administration as a Carrier of Goods.
Hazardous Materials Training course - Chapter 1
Class Room: H3
Hours: Tuesday, 12.00–14.00
Instructor: SAYGIN GÖNÇ
The document discusses the transportation of dangerous goods by air. It outlines the IATA Dangerous Goods Regulations, which provide procedures for safely transporting articles and substances with hazardous properties on commercial flights. Certain dangerous goods require special approval, while most can be transported if specific packaging, marking, training and other requirements are followed. The responsibilities of shippers, operators, and others in ensuring dangerous goods are properly classified, declared and handled are also covered.
Types of bill of lading
The Article is all about Types Of Bill of lading by Searates and Its significance in International and domestic borders for transportation and shipping purposes
Imsbc code pocket guide
This document provides guidance for ship crews on safely carrying solid bulk cargoes in accordance with the International Maritime Solid Bulk Cargoes Code (IMSBC Code). It outlines general requirements for accepting cargoes and procedures for safe loading and carriage. Cargoes are categorized into three groups - Group A cargoes may liquefy, Group B cargoes pose chemical hazards, and Group C cargoes pose neither liquefaction nor chemical hazards. The document provides examples of cargoes in each group and advises crews to always consult the IMSBC Code for specific cargo requirements. It includes a checklist and flowchart summarizing the steps crews must follow to accept and load solid bulk cargoes in compliance with safety
Terrorism And Container Trade
The document discusses how shipping containers, while very efficient for transporting goods globally, also present security risks if exploited by terrorist organizations. Containers allow anonymity during transport, with no inspections between loading and unloading points. This could allow terrorists to secretly transport weapons or materials for weapons of mass destruction internationally. The document outlines scenarios where terrorists could substitute legitimate cargo in a container for weapons, or use front companies to ship weapons legally. It argues container security must be strengthened, especially regarding chemical, biological, radiological or nuclear materials, to prevent future terrorist attacks using the global shipping network.
The Carriage and goods by air
The document summarizes key aspects of the Warsaw system that governs international carriage of goods, passengers, and luggage by air. It outlines the rights and responsibilities of consignors, consignees, and carriers. It also describes liability limits for death, injury, damage to baggage and cargo, and delay. The Warsaw system aims to balance protecting passengers and shippers with establishing predictable liability limits for carriers.
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Insel
- 1. The liability of shippers and receivers of goods: and inconvenient danger Bernard Insel
- 4. The consequences: The Hyundai Fortune suffered a huge explosion on 21st March 2006. The combined costs: over $ 300.000.000. Probable cause: a single mis-declared container.
- 5. The Hanjin Pennsylvania exploded in November 2002. Losses: over $ 100.000.000. Cause: a non-declared cargo of fireworks.
- 11. The Rotterdam Rules: a bleak future “ When goods by their nature or character are, or reasonably appear likely to become, a danger to persons, property or the environment: (a) The shipper shall inform the carrier of the dangerous nature or character of the goods in a timely manner before they are delivered to the carrier or a performing party . If the shipper fails to do so and the carrier or performing party does not otherwise have knowledge of their dangerous nature or character, the shipper is liable to the carrier for loss or damage resulting from such failure to inform; and (b) The shipper shall mark or label dangerous goods in accordance with any law, regulations or other requirements of public authorities that apply during any stage of the intended carriage of the goods . If the shipper fails to do so, it is liable to the carrier for loss or damage resulting from such failure” Article 32 provides: