- ~&~ LOSS PREVENTION GUIDES

·BILLS OF
LADING
.. r-ı~.
A GUIDE TO GOOD PRACTICE ,-, ......
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Second Edition !\ ~.~--
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by STEPHEN MILLS
and North of England P&l Association BILLS OF•~~" .,:-
- :;· ·:..
LADiNG __ ~ r ·/~~~
This unique illustrated guide explains how to :.woid
disputes ruıd prob.lenıs arising from improper use of Sleplaııı Milis is • sotic:ilor ınd foondiıı& .
pııaır of iıııauılioaıl mırilime lıw 1irnı
bil.Is of ladin.g. oı:ıe of the ıno.st important yet least
llıy6eld Milb (www.nyfield-mills.co.ut) .
ı.ındersrood documents involved in tlıe international ıı-ıt iıı Ne--1e upoıı 'fyııe . He is
"°'" c•
cru:riage of goods by sea. lt :ı..iıns to ::ıss.ist silip ·s widely ııcbowkıclged IS 1D expen İD llıe
l ,, ,•.~:;,;
~\-;.;,
':.•.;,<
offkers. operaton; aud m:umge.n; fully ı.ınden;tnnd lield of c:amııc of a-h by scı. Dııriııg
ı:he legnl imp.lications of bills of lading and the
ılıc pul l3 ycan be lııs ıdviscd .' · ·:
problems and pmcticııl issues surroundin.g the.ir
slıipo-. sbip opcnııors. P&l clubs ınd
oil ııııd ooınmodity ırwbs wodd-widc 011 1 .'
. .. '
.
eveı:ydı.ıy USe . Thc- guide works on vaıious levels . widc vıriety of dispu~s ınd lep!
pıoblem\ ıxıocenıiıı& bi1ls of lıdiııg iD
\\i th ıı proctical guiclıına! seı:tion supplememed by a
pıniculır.
tl:!<!oıy SC'\..-Oon und footnote.s co show ti:ıe legal
foundntion ofthe achice given. Copies ofthe various 1lır Nordı of Eııglııııd P&l Associaııoıı. .-\ GUIDE TO
widı offic:es iıı dıc UK. Hoııg Kong ınd
iuremationa.l. conventicms are induded together with
an mınotnted. ıınd fully expluined copy of the
0.-. is oııe of dıc lcıdiııg iıılı:mııioııal GOOD PRı\CTIC ' l •: \ .
muııııı mıriıııe liıbiliıy iıısıııers wiıh over \ .''
BIMCO Coıı.genbill and the lııtes c set of SO millioıı OT of cnterı:d tonıııgc . Scnmd Edition \ ··. . , .
..... ,. .... -
re..-ommended srandıutl letters . ln this second edition Fouııdıed iıı 1860, dıc As9ociııioıı bas bıg ·v~,. .. ;·~ •·
-:::~:,;;·.-.:.·~>'. /' ~·"~~~~~-" .~---- .
n,c:ogııi.,ııd ılıc iıııptwıınoe ofp-oviding
the p.racric:ul Sa:tion has bü!n extended co cove.r
pnııcôcal kısı JRYelllioıı ıdvice to iıs
pmticular situations mised by reude.rs: the theory
section now indudes discussion on deliYeI)' oroers .
Meıııbas lıetieviııg dıis il)
effec:1ive wıy 10 ~ tlıe aumber ıııd
bt llıe mosı
1 . . N . ··· . :: J! .. · ··:~:_
split and switch bills of lading, the occasional
coııfusion betw·een waybills and straight bills and the

ıcık: ol clıiım . Thc Assoc:iıtioıı bas

dnıılapcd • wodd-widc ıepııııioıı fur tlıe --... ·.'·. .~.
,
need for e.--«ra care when clausing; and tlıe k~
qıııliıy . . cliwısiıy of ils lı:ıss JRvaııioıı
iairiııMıs. wlıic:lı iııchıde dıis ıeries of lı:ıss
S'l'EPI IE:'\ \IILLS
Sı!t~tion has been fully reviewed and updated. JR'YlmCXI gııİde$ CCHııdıored -..ith
. . . , iııdıısııy ~ and ~onh or FııgLııH
1
PK.·l .\ssocialion
00
ISBN O9546537 l 8
--
~
' ••~: ••- : • ~L
N ORTH OF ENGLAND P&I ASSOCIATI ON NORTH OF ENGLAND P&l ASSOC I ATION
'
 Fifsc edicion publi s lı ed in 1998 by :\nclı ornge Pfess
ISBN O953 1785 2 8
CON TEN TS
Second edirion published in 2005 bv
North of England P&I Association Limited (,'/ıııpıır
Tlıe Quayside, Newcasrle upoıı Tyne, !\E l 3DU, Uni ted Kingdom Page
INTROl}l f( :'Ti():-,;
Telephone +44 191 232 5221 l .o~s pn:vc ıırııın and lııll , of ladin~
Fax +4+ 191 261 05-tO l low ı ıı usc ıhi s guidc
Email fİsk.managemenr @ nepia .co m
(J l IC K 1{1 · 1· I· Hl·.\. < 1·
i
Ali fİghcs reserved. '.'Jo pare of chis publicacion may be feproduce d, l low lO usc ıhı s -.cct ı o ıı
stofed in a fCtfİernl syscem or transmitte d in any form Of by any Tht: lıill uf bd ing - a q ui c k guid c ıu ıt, rıı lç an d ı ı , prtJMctıh
means (eleccronic, mechanical. photocopy ing, fecording Of l'R \ ( 11( \1 C,l il l \ '\,ı 1
ocherwise) withouc the ,nitten permission of ehe publishef. l1
Signing bili., uf ladiııg (fwruı::raplı , I N)
Dclivcring ehe ı.::.ırgu ac d ı,-,charge por ı (pm·ıJ:,rrap/ı., l'i .!'{;
Copvrighr © !\onh of England P&l Associacio n Limited 2005 ltıı
A ry pic:ı l hill of ladi ng - ı hc Hl \ ·IC O Cı ,ntc- rıhill lparaı:_1,rp/u '!$
The :\uthor assercs moral copyright in the work. H
TIIEORY
ISB:\ O9546537 1 8 l listory and <.: onttx t (fJtıragrtıplL, ./7 9/ }
Signing thc bili of lading (f)arııl{ruplı; fJ.! - 16.))
Author: Srephen \'lills Sources of infor mat ion for thc hill of l,ıdırıl,'; (p,ır,.K1ııp,l, /()J - /7~ı
Move mcnt of ehe bili of l adiııg un dcr ıhc 'ı<llc .. nr,u..._t
Prinred and bound in the l.]( (paragraplıs 176 - / 86)
The voyage - deviari on, ı.Jel ivcı;,, ifü, anıJ u.ırrw~ı: ro ı:ar14u
(paragraplıs 187 - 206)
Delive ry of ehe cargo (part.Jgr vph.; .!iJ"; _ ,:.:.1)
Oıher man ers (paragmplıı- .!.!./ - .!J4J
Orher docurnen ı:s and var iarıon,. (p;ıra_(rttpfı., : J:; - .!#>ı
Securi ry İ3sues (paragrap/ıs 241- .!-Rfl
T he publishef and aurhor ,,ish ro rhank rhe United Nations
Depart menr of Pubiic lnformario n for permissio n to publish the , ,,
LEGAL .'ı.'CffES
Hamburg Rules. The Comroller of Her \fajesty's Stationer: ,' Office
fo r pennission to publish the Hague-Visby Rules (permissio n
-~ 1
refere nce 9800 1663) and The Baltic and Inremarional Maritime GLossal)
Cou ncil for pemıission to publish the Congenbill Edition 1994. il Standard le-rte-r of auıbımt)' ro b:>Uc buı. of bdmg
ili lntı:rrıacıorıai GfO\Jp Ciıı:tıLa.r r,ı f l~bnuPı, .WO l on •t.mJ.ırd l.:rtı:h ı,f ınJ.:rnnıı-..
This publicarion is imended for general guidance only to assisr in rh e
l\' lncc:rruırion:ıl Group ,ı.ıoo..ud lc:ırer~ o f u\Jçmnıc~ tor cklı\-t:f'ı uf .... ,rg, ,
....,cın..ı r,un
avoidance of dispures and problems arising from improper use of bills "irhouc l)"•xlucnorı uf bili uf l:ıtlmıı: .illı.l/,1t t...ır ı. h..ını.,-.:- ,~i J ...
of lading. Readers should take care ro ensure thar the V H:ıguc Ruk,;
\'l 1--laıuc--Vi ,bv HL.le-,
recommendations contained in this publicacio n are appropriac e fora
VU U;ımlxJrg Rı.ıb
panicular situation before implemen ring ehem. V.'hereas eve cy effort
are comprehe nsive, \'ili Lı..t ,,f (-ı:ıunwe") .ıpp"',,ng ıh.:- uın,enm.,,h
th been made ro ensure thar recommen dations
has
lX L, K. <....ı~ of ( ...,<l, b, "x-a _'4. [ l'N'.;
e author and the Nonh of England P&J Association Limic.ed do X ll.iNiogr.iphy
not under any circumsran ces accept responsibiflity for errors, omission
and mis-stateme ts ,. h . 1 .
-n or ,or t e conseque nce.s o ımp emenrıng or l'.'ı: DEX ı \7
atternpüng, to irnplemem recommendations.
~'--..
J
INTRODUCTION
LOSS PREVENTION AND BILLS OF LADING
in 1996 the North of England P&I Association issued a simple questionnaire to
readers of its loss prevention newsletter 'Signals'. it asked for their experiences with
regard to the issue of bills of lading and subsequent delivery of cargo against those
bills of lading. The majority of answers were received from shipowners' offices or
from masters, with agents, operators, financiers and orhers also responding.
A number of specific problems set a recurring theme
• pressure on the master to issue clean bills of ladi ng
• disagreement between ship's and shore fı gures
• agents signing bills of lading without refe rence to ehe mate's receip ts or in
excess of their authority from the master
• requests to deliver the cargo without production of ehe original bi li of lading.
A general point also
emerged which can be
summarised by one
member's comment
'I have noti,ced a distinct
casııalness by shippers,
receivers and their agents at
load/discharge ports aboııt
the importance to the master
of bills of lading. Conclusion:
they are ignorant of its legal
purposes. '
Strong words, but
possibly true. Although the
bili of lading is a key
document in a transaction
where the cargo and freight
together may be worth
seve ral millions of dollars, a
master who is diligent or
cautious in his handling of
that document may often be
seen by others as obstrucrive Masters need to be fülly aware of the importance and
or awkward. If masters are co function of bil/s of lading

3
srand rheir ground and juseify their scance, then they may need to know not only
receipt, a contract of carriage anda document of title is not followed - instead
what rhey have to do, but why they are doing İt.
there is analysis of ehe path the bili of lading will follow from its issue to fulfıl ment
T he aim of this guide is to assist ship's officers, operators and managers in ehe and ehe problems that can be met along the way.
undersranding of bills of ladin~ and the pro~lems and practical issues surrounding
The analysis includes ehe problems in describing the nature, quancity and
cheir everyday use. T he hope ıs that they wıll the n be able to deal with these condition of ehe goods put on board the vessel; ehe array of express and implied
siruarions and the many others that arise in connection with what is a vital and terms, statutes, codes and conventions within which ehe bili of lading operaces;
unique document. and ehe relationship of ehe bili of lading with ehe underlying sale concract.
le is not essential co read ehe theory section in order to understand ehe
HOWTO USETHIS GUIDE practical section.
The guide has four main colour-coded sections Again, each paragraph has a unique number for ease of cross referencing.
quick reference (red)
practical guidance (orange)
• rheory (green)
legal notes (blue) .
Quick reference
The quick reference section is for those occasions when guidance is needed
quickly and there is no opportunity to read about or understand ehe underlying
principles of the bill of lading. O n these occasions, ehe quick reference section
indicaces rhe pare of ehe book which is most likely to help. i t is a source of
reference and reassurance and should not be seen as a substitute for seeking
proper guidance from owners, their P&l clubs or their lawyers.
-- f
Practical guidance .
1
T he practical section gives specific guidance on signing, and refu sing t~ s ıgn,
bills of lading and delivery of cargo. it chen analyses from a practical viewpoınt
each pare of rhe Congenbill, a widely used bili of lading. A specimen bili is
included in this section. · -·~
~ ;;~:
f;
Common problem areas are e:xamined and some guidance given as to how
these problems should be handled from ehe poinc of view of ehe master, shipowner
or operator.
Each paragraph has a unique number for ease of cross-referencing.
Theory . ı
_T~e the~ry section e:xamines ehe evolution of the bili of ladi_n g from_its sı:ie e
begınnıng to ıts modern role as a fundamental document in ehe ınternanonal Masters rarely sign bil/s of lading even though they have legal responsiblllty for them
and carriage of goods. The traditional three-part analysis of the bili of lading as a
5
...
Legal ııotes . QUICK REFERENCE
Both ehe praccical guidance and theo~· sectıons are supple mented by legal
notes indicated by a ~ symbol in the texr. To avoid disuaceion, these noees HOWTO USETHIS SECTION
are f'athered rouether in a separace section. The purpose of ehese notes, essemiallv
"' e, ] Ali words and expressions shown in bold print are in th . d h
legal in narure. is to idencify fo r those who may be asked to assist the master (e.g. fh. ·d T · e ınex a tr eend
t ıs guı e. he ındex refers
orr ·d· ro unique paraaraph nunıbers · h
shipowne r~. clubs or tlıeir lawyers) rhe legal basis of the advice being offered by . eı ın t e p ran ı cıl
1 t,u ı ance
. and/or . rheory secrıons where rhese subiecrs
ı and re rms are d es crı-6ed
chis gu ide. an d d ıscussed ın more derail.
Readers should also note ehe following.

THE BILL OF LADING -A QUICK GUIDE TO ITS ROLE

AND ITS PROBLEMS
Law
Advice in this guide is based on English law. In most internarional sales rransactions where rhe goods are ro be carried
by sea, ehe seller of the goods promises ro do rwo rhin e,as
'Clausing' aııd 'endorsiııg' put ehe goods on board a ship
in this guide the verb ·w clause' means to write ona bili of lading a comment provide ehe co~mercial documents required by ehe contract, rhe central
which cas rs doubt on ehe apparent good order and condition of ehe C'argo. The one usually beıng ehe bili of lading.
verb ·co endorse· means to stamp and or sign ehe back ofa bili of lading in order to
effecc legal transfer of rights under ehe bili of lading to another person. This
di~tinction is made throughout ehe guide, but it is recognised that within ehe
industry ehe word 'endorse' is ofte n used to describe both functions.

'Slıipow11er' a-ııd 'carrier'

T he words 'shipowner' and ·carrier' should be used synonymously as it is
assumed ehat ehe shipowner is ehe master's employer and, when ehe master issucs
a bili of lading, he wiU bind the shipowner as carrier. However, in certain
circumstances, other parties such as charterers or freight forwarders may be the
legal if not physical 'carriers'.

Role of the master

The assumpeion made ehroughout chis guide - and indeed ehe assumpeion
made in most princed forms of charterparry and bili of lading - is chae ehe master will
ch~k and sign the bili of lading ar ehe port of loading and will receive ehe bili of
ladıng ın ~~rum for delivery of ehe goods at ehe discharge port. This is because legal
responsıbılıty for ehe bili of lading usually lies with ehe master and ehe shipowner.
However, for praccical and commercial reasons there may be an array of
c~cerers, agems, brokers and freight forwarders ~tween ehe master and ehe bili of
ladmgand a master
, may rare lYor never see a bıll
. of lading unless a problem occurs. Ali the master can do is describe the apparent order and condition of the cargo - in this case the outer
covers of dıe rolled steel cargo are in 'apparent good order and concfıtion'

7
 . l · "" w rhtht' \\ hn çornt' inro possession of it.
!1'.,' lllll tıt l;hiin,g :--.ı~ s .ı lor ot t 111\:, · • . • . . • 'weight, measure, quantity, condition, contents and value unknown'
. .,. . . , f rhc ,,:olıJs - ın rhıs rcspect ıt ıs a • 'shipper's load tmd count'
lı hdr,~ m ıdcnr ı t: the O\\ ne r o ı--
• 'upparent order and condition'
docuınt:'llt ()r rirk. . d
-~ . . ·l t· ın reccin: rhe ~-oods - ag,1111 :ısa ocmnent of • 'said to he' .
h ıdrnrınes rhc l' 3 rl~ " 1O • '
Somerimes acteınpts are made, or pressure put on rhe master, to hide
ti.~ t'- . -.....-Ll ~fı·ı,;no title froın one pe rson to anot ha
it ,, J m e :lfü, l)1 u. ll:S. ı:;, I'.> information thar will make ehe bili of lading less aerractive co the buyer of ehe
, it pm\ ides i nfornurio ıı on cargo. This gives rise co requescs for ehe issue of clean biUs of lading when,
_ ı ht' dıi'scription of goods because of rhe condirion of ehe cargo, the bills should be claused. These
_ rht' condition nf goods requesrs (which should be refused) are ofcen made wirh promises of letters of
. rhc quımtity of goı.)ds indemnity which say ehey will procect rhe issuer of ehe bili of lading.
. rhe loading port '.md date of shipme nr
A number of important quesrions need co be addressed .
- rhc'. disclrn..rge port
- rhe n:ıme of the ship • Musr ehe master sign any bili of lading as presented?
- ,, herher freight has been p:ıid Who prepares the bili of lading?
- rhe tenns of eı.ırriage under which rhe cargo is being carried Who else has ehe righc of signing the bill of lading on ehe mascer 's behalf?
- deliYery insrrucrions (e.g. rhe notify party or consignee). Whac is ehe authority of charterers or agents?
What is ehe master co do when asked co deliver ehe cargo co a change of
in chis respect rhe bili of hding is both a receipt for the goods shipped and
destination from chac named in ehe bili of lading?
e,idenre of rhe contnıct of carriage.
Can ehe master deliver ehe cargo without production of the bili of
.\ s rhe \-arious funnions of bills of lading are esse ntial ro incernacional sale lading?
u:ıns3.ct ions . iı is importanr rh,ıt informarion given in each bili is meaningful Can ehe master deliver co one person where more rhan one person
Jnd consisrenr in expression. Anempts to ensure rhis have given rise co agreed demands delivery under the bili of lading?
codes and conYentions and recognised pracrices. What are ehe diffıculcies wich straight bills of lading and sea waybills?
.\greed codes and coıwentions include Ali these queseions are discussed in the prac t i c.ıl guidance and rheorv
secrions. in addieion, ehe following more specifıc topics are covered
UCP 500 (C niform Customs and Practice for Documencary Credits)
• Hague Rules ehe purpose of ehe bili of lading in a practical and legal se nse
• Hague-Vısby Rules whar information ehe bili of lading muse conrain
Hamburg Rules ehe sources of the mosc accurace informarion, in parricular
• lncotenns. - ehe mate's receipt
- ehe shipping note
~ecognised pracrires include widely accepced eerminology for clausing - ehe shipper
(e.g. 111_r~specr of ste~l cargoes) and the use of widely underscood - surveyors and inspectors
~~enatıons. 1:hese ınclude FOB and CiF and (less freque n tly) EXw, FCA, - ehe draught survey
' CFR, CPl , CIP. DAF, DES, DEQ, OD U and DDP. ali of wh ich are - (for liquid cargoes) ullages
l ncoterms. '
- cerrifıcares of origin, quantity and quality.
th lt is. imponant. that
. ehe ·ın formatı·on ·ın a bıll
• of lad ino is--correct. However, in addirion there is discussion of situarions freque ntly e ncounte rcd. T hese
e master when ıssuıno rhe bill f I d' . . b - ;: . . .
responsibilitv fo · c O . ? a ıng may U ustıfiably) wısh co lımıc hıs
, r ınıorma uo n whı ch he · , ..
include
This has given rise to th , f ı s not ın a posı tıon co check fo r accuracy. blending liquid cargoes
of bdirıg such as e use O commonly used words of description in bills mixing dry cargoes
9
8
 multiple sds of bills of lading . . .
bac kd a tı. ng· (an te -datı' nöı:,, pre-datin tıo) or post-datıng bılls of ladıng
PRACTIC AL GUIDAN CE
amending bills of lading
con tli cr wirh mate's receipts SIGNING BILLS
rhe releYance of rhe sale contı·act 1. üne of ehe mosc imporcant functions ofa bili of lading is chac it provides
where pressure or duress is put on the master to sign information as to ehe description of ehe goods, ehe condition of ehe goods, ehe
reques rs for shipped or received for shipment bi lls of lading quancity of ehe goods, ehe loading port and date of shipmenc, ehe discharge
describing the quality of the cargo port, ehe name of ehe ship, whecher freighc has been paid and ehe ce rms of
offers of letters of indemnity carriage. As chese funccions are essencial to crade it is imporcanc chac
ehe relationship with letters of credit information given in a bili of lading is accurace. Failure to ensure accuracy can
the bili of lading and ehe charterparty give rise co liability of ehe shipowner.
how a person acquires a bili of lading: endorsement and consignment
2. The essencial rule is chac in no circumscances, ocher chan chose describe d at
res ponsibility far packaging and marking of cargo
paragraph 11 (a) , should ehe master sign a documenc which he knows to be
rerms as to freight
uncrue, or which he believes may be uncrue, or where he has not give n care ful
cargo damaged after loading but before issue of bills of lading
choughc co ehe faccs concained in ehe documencs ~ .
delay to ehe vessel, delay in issuing ehe bills of lading
charterer's bills of lading 3. The following maccers are important. If ehe master cannot contacc or obcain
place of issue other than ar ehe loading port guidance from ehe shipowners, ehe following general principles should be
lost bi lls of lading applied .
bills of lading 'for custom's p u rposes only'
(a) The master must ensure thac the informacion on the bili of ladi ng agrees
bills of lading showing final destination which is an inland desti nation
with that on ehe mate's receipc(s) .
whether an original bili can be carried in ehe ship's bag
security issues. J· -.. <--. -
7ı;ı; -~ ◄~~·
1
l ,, . ,.::;
, ..
L- . - , '""' : - lt • -
There is alsa a brief discussion of types of bi ll s of lading and rela te d
documencs including '. ' (.. .
>' - ~ :; ;f J~ - ~- ~----r .,- \
""" ($
,, -
-~ , ~ - - ;?#- ~ 'l
- .
1 .
-· ·'r
•• ..
-
ı
• · -
~
,,~
L~~-~.... ---~ ~-
- _
ship's delivery orders '
sea waybills r' . s~ ., . ~ -~ .._--·
gro~page, house or service bills of lading .... --· - ~ - ~,.::;;:-
~ -• - -:::C:~e - .. -
s t r_aıght or non-negotiable bills of ~ ~ -:.
lading -
=;,~ ....
shı~ped and . recei:ed for shipment bills of lading ~ ~ ~
splıt and swıtch bı lls of lading. lir'~ ..:.
./
Where there is liberty to carry cargo on deck it is essential that the bil/ of /ading states that the cargo
aetually is being carried on deck. in such circumstances it would also be usua/ for the shipowner to
insert protective clauses placing the risk of deck cargo on the shipper
10 11
 ,- _ • facrs ;ıbour rhe c:ırgo. l r ,,·ould be unusual for (iv ) If in sicuarion (iii) ehe maste r is not permitted co add the ship's figures
ıı, T he master mu sr ch~t.:k. cllı.: re are ehe bili of lading. The bili of
cJıe m:ı..-;rer or rhe slup s :ıgenr ro p p . ' I . and if ehe differe nce be cwee n ehe shipper 's figures and ehe ship's
. ·. . . d bY rhe shipper or rhe shıpper s agem. t ıs fi gures is more than could reasonably be explai ned by ehe practical
bdıng ıs u:ıu:ı.11~ prepan:: . . . ı- . . b 1
• ·. ı t· tile master ro check the ınıom1anon a our t 1e imprecision of draughc surveys or callying then ehe master should
3ccordu1 Jh· essentı:ı or - . _
· ""th· b·ıı - l· d"ncr The master w1ll not know ali of the facts abour refuse co sign ehe bili of lad ing. If ehe diffe re nce is small he should
c-JrQO ın e ı o1 a ı - 0 . . . .
.ı :,, ~ 0 1. t appear on ehe bili of lading ,vhırh he ıs beıng asked to sıgn. follow (ii ) above.
u1e t.ıroo r ıa .- . . . 1 d ' I fi .
This problem is dealr with specı tıcally ın ehe secnon enm e n ormatıon
Condition
in rhe bili of lading' (paragraph -+). (Y) Usually ehe maste r only kn O\VS ehe ap parenc con dicion of ehe cargo.
1
c ) The masrer musr check the facrs about the voyage. If ehe place or date of Accordingly if he can see no ap pare nt problem wich ehe goods when
loadincro is incorrect, or if ehe discharge port is. oucside ehe charcerparcy loaded he should mark ehe bili of lading ' received in apparent good
range. rlıe master should refuse ro sign. order and condicion' ~ .
(<l ) Refusal co sign. lt is recognised that refusal is not always safe or praccical. (vi) If ehe master can see chac ehe goods are damaged in some way rhen he
Wlıere in this practical guidance section of ehe book ehe master is advised should say so. A more difficult qu es tion is where ehe master thinks that
ro refuse to sign, he should refer to paragraph l 1 for guidance. ehe goods may be defecrive or subscandard , for example because chey
appear direy, or mixed with fo reign parcicl es or de bris, or are
lnformation in the bili of lading discoloured or odourous. H e may need gu idance. See paragraph 165. If
4. This sec tion deals with ways of describing ehe cargo and the voyage. it is such commencs are approp riace he sh ou ld d o his besc co exp lain in
inrended to give the master guidance where he is unable to obtain guidance
ordinary language in wriring on ehe face of ehe bili of lading what he
from ehe shipowner. le may also assisc ehe master in identifying what is a usual
and whae is an unusual sieuacion.
(a) Some of the information in ehe bili of lading is within ehe master's
knowledge, for example, ehe porc of shipment, ehe date of completion of
loading of ebe parcel described in ehe bili of lading, and the date of issue of
ehe bili of lading. If these faccs are not correct ehe master should refuse co
sign ehe bili of lading.
(b) Some information in ehe bili of lading may not be wichin ehe precise (
knm~l~dge of ehe master, for example ehe quanticy or weight or the accual
~ i
condıtıon of ehe goods loaded. The following rules may assist.
1
ı - -l 1
Quantity 1 '
i
(i) ;he master s~ould if possible add ehe words 'shipper's figures' or ~
sh~re fıgures to any statemenc as co quantity or weight on ehe bili of
ladıng.
..1, -
( 1 ~ j -
(ii) lf the mas ter does not kn ow t he weıg · h tor quantıty
. loaded (because ı'i ~
"~ . .
there has been no· oppo r t unı·cy cıor a ta1ly oran accurate draught survey )
:,;J
•, ,,l·ı
t hen ehe words 'weighc d • . t· ,l(II( . i'
• an quantıry unknown' should be wrıtten
a1ongsıde the fıgure.
1
(üi) lf the ship has irs ow fi Containers are usually sea/ed and the master would not have an opportunity o( inspecting the contents -
ıgures and these differ from those in ehe bili of
1ad'ıng, t.hen the ship 'sn fıg it is there(ore cruda/ that the master makes a suitable remark on the mate'.s receipt and bil/ of lading to
h ld . . . ,
fi ures s ou be Wrıtten alongsıde the shıpper s indicate any obvious damage to the container itse/(. in a serious case such as tlıis it may be appropriate
ıgures; and/or ehe words 'weight and quanticy unknown' added ~ . to arrange (or the container to be opened prior to shipment and the contents inspected
13
12
 believes is wrong with the condition of the cargo - see paragraph 134B
for rhe importance of care in doing this. lf he requires to addan 6. Charterparty bills of lading
additional sheet of paper then he should state (in writing on the bili of Wherever there is a reference to a charterparty in the printed form ofa bili
\ading) how man)' sheets of paper are attached to each bili of lading. of lading (for example in the Gencon charterparty), the master should check
H e should seek guidance from the P&l club or its local correspondem with the shipowner as to the date of the charterparty to be inserted in ehe bili
or agent or from a surveyor as to the precise wording to be used . of lading (in the absence of guidance see paragraph 232) .
(Yii) It is always useful to describe the nature of the packaging of goods, for 7. Deck cargo
example ' in paper bags' or 'polythene sacks'. lf these are torn or Except in purpose-built container ships or in special trades where cargo is
customarily carried on deck, carriage of cargo on deck should always be checked
damaged the bili of lading should say so, such as 'about 457 bags torn'.
with the shipowner. Where cargo is carried on deck it is essential to state on
If only a rough estimate can be made of the quancity damaged,
the face of the bili of lading that cargo is being carried on deck. I t is fo r ehe
however, t his should be stated , for example 'about 10 % torn' or 'about
master to check with ehe shipowner and for the shipowner to ensure that such
5000 bags damaged' . Whether it is on the basis ofa tally or on
carriage is permissible.
esrimate, the maste r mu st have evidence to support his remarks.
7A . 'For customs purposes only'
(viii) Special clausings are often used for, for example, timber or steel cargoes,
Sometimes, the master is asked to issue bills of lading jor mstoms purposes
and if possible ehe shipowner or the P&l club correspondent should be only'. The issue of additional bills of lading, for any reason , is problematic and
consulted. (For further discussions see paragraphs 153 and 154.) should be referred to the shipowner for careful conside ration. If the bili of
(ix) lf in siruation (vi) or (vii) , ehe maste r is not permitted by the shipper or lading to be released is a duplicate of the original bills of lading, th en if the
charterer to add comments wh ich accurately describe apparenc defects shipowner agrees that such a bili can be rel eased, then it should be clearly
in ehe goods or packing he should refu se to sign the bili of lading. marked with a warning such as : 'For customs p u1p oses only. Not a docııment of tide.
Delivery of cargo will not be given against p mduction or sttrrt'nder of tlıir bil! of ladi11g'.
Quantity and condition
(x) The words 'weight, measure, quantity, condition, contents and value 7B. 'Inland destination'
unknown' are usefu l and des irable words to add to a bili of lading if Sometimes, again for customs purposes, the mas ter is asked ro issue bills of
they are not already part of the printed form . And see paragraph 248 , lading which show the ultimate destination of the cargo and which may be an
Security issues. inland destination beyond the sea di scharge port. This is some thi ng which
should be referred to the shipowner or its P&l corres pondent for ass ista nce. 1f
Quali ty ehe shipowner considers that it is essenti al in the trade and fo r customs
(xi) The master need not describe the quality of the cargo (see paragraph 137). purposes chat such a destination be shown on th e bili , then wording such as the
following should be considered: 'The carrier has ımdertuken carriage ıo t/ıe disdımxe
( c) For the avoidance of dou bt the master should place his signature and/or the
port named above. The carrier is informed lıy the slıipper ılıaı tlıf iıııended iııla11d
ship's stamp at the foot of ehe bili of lad ing only ~ . destination of the cargo is [name inland desti11atiorı/. Tlıe carrier makes 110 rıpreseııtaıioıı tıs
to tlıe destination of tlıe cargo after tlıe disclıarge port and ılıe refermff to tlıe iıılmııl p ort is
Other matters at the time of signing
induded, at tlıe slıipper 's request,for customs purposes only'. Thc alternati ve and nı o rı.;
5. Freight / hire / demurrage / liens forma! approach is not co permit such a marking on rhe face of the bili bur to
T he master may be worried t hat a bili of lad ing presented to him does not leave those invol ved in ehe sale and purchase of ehe cargo to reach a more
give the shipowner sufficient protection in terms of frei ght or hire or satisfactory arrangement with cuscoms.
dem urrage or lie ns for any of those or he may be worried about other terms of 7C. References to sale contract ete.
carriage. These are ali mat ters fo r the shipowner or irs P&I club to consider. Sometimes the mas ter is asked by ehe shipper to show on ehe face of thc bili
The mas ter shou ld always check with the shipowner's managers as to whether of lading a sale contract reference number, or a letter of credic referencc numbe r,
~h~y requires protective terms to be added, but leave the decision to ehem. lf İt oran invoice number. This is for documentary purposes relaced co the sale
ı s ımpo8s ible to ge r guidance from the shipowne r rhen see paragraph 3. contract. The risk is that ehe bili of lading conraini ng this i n fornıa tion nıay be
ıs
14
 , ,ı ., , b"ll of ladin o (see glossary in appendix ). The master is
m:·ıred as an at1oa,oı rm ı ı:, ·ıı f I d" (h) The shipowner should make it clear to ehe chartere r/shippe r chac ehe
obl ~
noc un er any ·ı ı:,·macion co include rhis informacıon ona bı o a ıng ~
•
' d . carriage of ehe bili of lading on board is simply ehe eransporcation of ehe
· 'I . ' b
1D. Bill of lading carriedo nboanI t1l sııps ao r1' docume nt ieself, and ehe master can cake no responsibilicy for confirming or
..
Bills of Iading are ofren issued in sets of three or four orıgınals (see raeifying ehe idencicy of ehe person to whom thae docume nt is handed at
paragra phs zı and -1-1 ). On occasions, the ship is asked to _carıy o?e of these the discharge porc.
bills of Iading on board ehe ship during the voyage, sometımes wıth the
7E. 'FIOST' 'Free out' 'Liner terms'
addicional ins mıccion that del ivery of the cargo at the discharge port should be
The inclusion of chese cerms can directly affect ehe responsibilicy of ehe
given againsc ebat document. T his is an inherently unsafe practice which is
shipowner or chareerer for ehe cargo and for loading and discharging operacions.
explained in more decail at paragraph 160 D. T he practical advice to the master
See paragraph 200. If any such abbreviacion is used, eben these are matters which
is ebat he should resisc any requesc or instru ction to carıy one original of the bili
ehe master should reporc and discuss wich ehe shipowner as soon as possible.
of Iading on board. He shou ld also bring ehe requ est to the attentio n of the
shipowoe r and seek guidance . Practical advice to ehe shipowner, if he feels 7F 'CIF!CFR'
compelled co agree co ehe reques c, may be ebat: These words, made on ehe face of ehe bili of lading, may be caken ro
denoce thac freighe has been paid. If asked to sign a bili of lading bearing these
(o.) Ali of tbe original bills of lading should be marked: ' Oııe original bili of
lading abbreviations, ehe master should treat ehem in ehe same way as he would ehe
retoi11ed 011 bom,/ ogairıst which bil/ deliveıy of catgo may properly be made on marking 'freight pre-paid. Also see paragraphs 5, 105, 106, 11 O and the glossary
i11strııttioııs rcceivedfroııı shippers/charterers'. ln this way, ehe clausing
will give in appendix .
no cı ce to _ any parry purchasing any of ehe bills of lading that deliveıy may
be made ın exchange fo r one original bill of lading retained on board; or 8. How many bills of lading is a 'set'?
The master should check wich ehe shipper and with ehe charte rparry. He
should alsa check also ehe cerms of ehe bills of lading chemselves as they may
f
show the number to be issued . There is no ge neral rule as to what num be r
should or must be issued fora parcel of cargo ~ -
8A. Someeim es ehe shipper or chartere r will require bills of lading fo r
individual parcels of cargo. Where ehe cargoes are clearl y differe nt in n a curı.:,
this is not a problem . Where cargoes are homoge ncous it should not be a
problem to issue a bill of lading for each parcel. Howeve r, cauti on shou ld bı.:
exercised where ehe homogen eous cargo is damaged and clausing of hills of
lading will be required ~ .
9. Blending/co-minglirıg of oil cargoes
(a ) Oil cargoes are unusual in ebat charcere rs and craders m::ıv wish to co-
mingle cargoes shipped from diffe re nc porcs on diffcre nc .dares, and ofcen
wieh different specifıcacions.
(lı ) If cargoes shipped from separace ports and/or on sep;ırate dacc:s
3nd/or of
separaee origins are co-mingled che n compli c,ıci o n s arise as ro ehe accuratc
descript ion of ehe port of shipmen t , cbtc of shipmen t, and rype of ca rgo in
ehe bills of lading. Furrher problem may :ıri sc at ıhe ı.lischarge porı if ehe
Many types of cargo may be . cargo mixed in ehe canks no longer rese mblç,s rhc cargo ckscrihed in onc or
damaged as a result of handling prıor more of the original bills of lading.
to shipment - any such damage
should be carefiılft noted and (c ) Whereve r there is co-mingling of cargo s hippı.:d on di fferc nr d
recorded on the mates receipt and :ı ccs from
biti of lading diffe rent porcs and of diffe re nr typcs it i~ cssen tial r h :.ıt rhc shi pown e r's
17
r 1)1,
 ' . \t'{
~ 1\ t ' \.. \ 1 +' ... ır ~ \ " •
, 1 . , l11·
..
ı. 1 di ıı~ :ı rl'
~
issucd .1lf rh ı.; '
ııı~ n ıı..ıı,,ıı , ·
.
11
' •
, [' tı l'ltı' ll '
. ,r ,, tıl ıı.u ıı cd thc nı:ıs rcr
, ,1 1\lh 1 ,
s 1nuld rdus~ to ( l' ) l low t.: ı ·c r, if rhc nı:ı s rı.: r is requin.:d lıy thc; charrcrpurcy ı.o siµ. n hills of' hıdiııg
,hı ı-,ııı ıll't ' ıı ı. . ·tııı , for d ni ıı ~ so by rd ercncc to (h) aboyt' · .ıs prcscnr ı.: d ' he s lıould nor n.: fıı sc ro sign : ı lıill of l u diııg sin ıpl y hcc:ı u sc it
.Ull j :--·h\ ıuld ,-, ı,J.ıııı 111 ' 1' · 1' • • •
, ,~ı:
is ıııarkcd , fo r cx:ııııpk. 'linc r OLı r ' or hccausc ir nıı ıtııi ıı s some fnrc ig ıı
1 / titr~ ofiııı/r ıııııitı· . . . . jur i sdicrioıı d:ıııs c . Thcst: :ırc: ıınr f'm:ts hur t<.: rms of rlı c.: s lıippcr ' s or
ı,. :
lr <',, mı'r l\ıı . •·
. ı nı :t, rl r ttı ,ı :-- u . ot .bd. ıng ın
,,r , . rn s i :--,ı-ıı :ı hill . rerurn hıra lerter of ·c h:ım.: rc rs ' mıd ı.: . Tlı t:v :ır<.: ınarrcrs for tlı t.: s hipow n ı.: rs co :ırgııı..: a lıour with
·. •. · . ı . ,lı iı)nıı ncr rn dende. il rlı c s hıpown e r cannor lıe
ıııdt'll\l\lt\, lrı.ıt '' itl i ( K ' . . ' l . ' t' 1 clıam.: n; rs if nc.:ccssu ry: lf rlıc..: ınııstc r is rcqıı csrcd ro sign 'f'n.: iglı r pre-paid '
\lnt ıftnl r1ıc· n r1l l , nı, 1ı-·rl 'r ··dwuld rcl usc ro sıe;ıı •
. 1
.
r ı s )<.: ttc-
, .
ı or r 1e
•
master
•
to bills of lndiııg lıis po s i t ioıı is slighrl y lcss ck ar aııd rdc.; rcnet.: s hıııı l d lx
. . ,H P··ır:ınrıı1h
'.•,ılltııı.. rhc ~ r qı, · :-- · ı ı dı:ın rn :ıcccp r :ı krtn ot ındemnıty wırhou r ınad c ro pa r:ıg raplı s IO1- 11 O a ııd parngnı ph 2J-l .
ehe ,hipoıı ner·s :ıur horiry ~ ·
(d) SoıncrinK~s comme rcial prcss ure wi ll be cx t: rr ı.: d un rh<.: maste r w sigıı in
Refiısal to s igıı ci rc unısran ccs w h ı.: n.: he should, as udvisc.:d abow , n.:fusc w sign. lr is for
11 · in rirnı msr:ınre.s ırherc rhe m:ıs rer fee ls rhar he should refu se to sign a bi l! rhc shipow nc r co nı a kc cu mnı e rc ial dccisions in rcsponsc ro , u c lı prc:.:. un.: .
m'bdinghe should seek guid:ınce from rhe shipowne r or from the P& I clu b ı Tlı e shipow nc r may wish ro negor iatc, or r akı.: ehe co nını crc i :ıl risk, or
their c-.:ı~espondem. lf no guidanre can be obrained , ehe following general accepr a le rccr of indcmnicy. Thc mus rcr, lıo wc vc r, dot:s not lı : ı vı.: c lı c.,c
prin.ciples should be :ıpplied . opcions. He should nıaiıırain his rcfu sal ro sign . Dda y ro rhc vı.:s'>c.: I or orlıt:r
conseguences of thrcats rnade by ehe shippcr ur L:h: ın e n.: r m :ı y th c n
,~, 1f ehe refus:ıl of ehe masrer ro sign a documenr is me t with physicaJ threa ı.\ perlıaps be avoided by the folt owing sreps.
or c0ert ion ag:ıinse ehe ship or her master or crew, then rhe master should
~gn rhe documenr. 'ı\'hen the vessel has sailed and upon reaching a positio (İ) T he mas ter should sign ehe tloc umı..:ııt in the form th :ır he is prc pw.:.: d
ofsaferv. rhe m:ıster (or ehe shipmrner, if it is now in contact with ehe to givc. For example in rhc cast: of ;ı bili of lnding wherc ehe gu a ııriry or
m:ısrer) ma,· giye norice of proresc to ali parries and authorities concemed t description of the cargo is in di sp u rı.: , thc nı :ısrc r ıı h ou l d sign ;ı bili of
r.he effect rhar ehe documem has been signed under duress and ehe lading showing ehe quantity or J cscri prion wh ic-h ht: cunside rs ro hl'
ship<J\\ner and the master consider rhemselves not bound by the master's accurace. T he bili of lading s lı o ul d be lefr wirh tht: ship's agc nc ( :ıııd ı1
signarure. (Of course rhoughr musc be given as co whether the ship or proceccing age nt appoi nrt d fo r rhis purposc if po.\sible). No ı icc c-:ı n
m:ı~ler. oran\' sis ter ship is likely to rerurrı co chis dangerous regime). rhen be give n thac a bili of lading fnr rh ı.: cargo h:ıs bct:n ~igncd and
1
issued and is available fo r collecr ion .
h) Somerimes legal pressure will be exerced on the master ro sign. The mo 5 r
(ii ) Alternacively, rhe mas ter should gi vc n o r İL'e r h :ır he has giH' n :rnrh oriry
~?mmon example will be where ehe ship is operating under a charterparcy.
he chanerparrv ma,· r s t h . , . . . . co ehe ship 's proceccing agenr co sign bills of lading on his l.ıc h :tlf
. Por
b 1·ıı ~ of ladıng · exa. ı l r he master s oblıgacıons with regard to sıgnıng subjecc co insc rucrions and approva l from rhc shipowncr " ·hen :ı rnibhlc
pre~cnted. ,fhı,s · . a d .mp· .e e may have to sign bills of lading 'as
n 511111 1 do not mean that the master mu 5 r 12. The master should not sign bills of l:ı d ing in hlank.
.· any bıll
sıgn .' of ladin ,h ar expressions
•
. g ' areve r ırs terms. For example ehe master can
1
refuse ~o · 13. Where any person co ming on board insists rh:ır thc mas ter rake., dc livcrv of
. sıgn a 6ıll of lading 'as presented' if İt '
a docunıenc from ehe m he should mark it 'for rec:eipr only'. ,
(ıJ cönrains,faccs abouc h .
~arisfaccoril , d 1 _r e cargo whıch are incorrect and which cannot be P&I club cover
) ea t Wıth bv D0 il · ·Id H . Ali ehe commencary in pıı r:.ıgraphs l - 1 ; and abtJ\/<.: is i ınpo rr :ı nc to rhc
'lnformar· · · ' owıng the sceps in ehe seccion en rıt e
(ii . ıon ın ehe biti of lading' (paragraph 4) shipowner because signing a document, and in ıxı rrinıl :ır :ı bili of Jading, whi c:h
J contaı ns face~ about th conrains incorrec r inforın n ci o n ca n cxpo.sc rhe sh ip ru liabili cic, w lıiclı ic wo uld
P0 n~ourside rhe ·h e voyage which are incorrect or names discharge not otherwisc face . in add ieion to frıc ing cho:,e liabi litic;;, the s lı ipowm.: r nıay
r•.. c an erparry range
ıııJ say~thac deck cargo is bei . . lose ehe prorec rion of irs P& l in s u r:ıncı; if in:.ıl.'c u rn tL" b ill iı of laJing are signed
{iv) co · ng carrıed under deck and expose rhe s hi powrıe r to incn.:a~cc.l li ,ı b il iry.
ntaıns term h'
ladi s w ıch the char · . ·I f
ng. terparty expressJy prohibits in ehe bıl 0
--
....~d-y-~ ,..,.__.
I•· ___,..
 E CARGO Ar D SCHARGE PORT
DELIVERING TH , . , , . . (a) The unavailabiliry ofa bili of lading at the discharge port is a problem for
, . ., , . u .ı 1 , : .L lıul lk r ofa bearer bıll of lad ı ng
"fl ll' ~ dl\t., 1] l , - - . the buyers and sellers of the cargo to resolve ~ .
1:- 1r..: •·; ..,r, · 1 1. J l,ı.•ı• \.r, ., ı .
ıJıı°ı'' , ho\ı ::ı a name d consıgnee or n arne d
1 1 '~ 1 -,
t,cc \'-ı r..; "J!'
1
' · , , . ııı d 1-.ı, ı ehe pc rson de manding delivery of ehe (b ) The master should not agree to discharge the cargo against a letter of
. , f , , , nJr.u:rJr 11, 1 -t • . . .
-.-n~ 1Nc n ı ' , , " dt:ıılc tha r it i::, rhe pe rso n ıdentıfıed ın ehe bili of indemniry (unless the shipowner has expressly agreed to this) .
f" '' nı u ~ ı ~,nıı ıd ı: ,onıt L ı ı • h .
lJ ~ t · ıı - d ' n cr \ı ould usu~ıllY be prese nt e d e rough the shıpowne r 's (c ) Detay to the vessel while waiting for the bili of lading will usually be paid
' Jın•' b ehe )1 o1 1.ı ı "'· . . . . h h .
·"' ,· , .· . .,. H . who are local co and fa ın ılı a r ,vır t e dı s charge porc for under the charterparry in the form of hire or demurrage (or as part of
l'f nnıc d1Jnerc:P-- :ı"'er ~ . . . . ,
,
rlıt- ru, rn proı.ı .
t bl, need on h be w orrıe d abouc ıd e n rıfi catıon of the p e rson
. . .
the laytime which has been paid for in the freight payment). Even if the
dt'f'l'Jll dıng: dt
·lı\ ,,,.,. if rhe ınas rer has ac cual reason fo r be lıevıng there has been vessel is threatened with the cost of the delay, that threat should not
~ •: .
- 1
trJl;U Of [ •
h ıc r11t,· bili of l :.ıdi nu-ı::- maY• ha\'e bee n scole •
n or that ehe person ı s not jusrify delivery of the cargo without production of the bili of lading or at
L'nııtıeJ w chim ehe goods, or if he has bee n notıfi ed ofa cornpeting daim fo r the wrong port.
,ı-,~ . ,J ~ ~ - (d) Delivery without production of the bili of lading, or at ehe wrong port, will
be a breach of the terms of ehe shipowner's P&I insurance and there will
lb. f he proble ms which usually arise :ıre ıı·h e re
be no insurance if in consequence a daim is subsequently brought by the
, ıı ı no bili of luding i~ J\ ailable at ehe discharge porc 'true' cargo owner.
b. ddJ\'ef) of cırgo is re.quesred ::ı r a porr which is not ehe na m e d discharge (c) in some places the cargo can be discharged (at ehe named discharge port)
porr. into the custody of the port ora private warehouse where it will remain
under the legal control of the master until the bili of lading has been
l7 I rı ehe obsence of cleJr guid:ınce fro m ehe shipowners or ehe loca! P&I
produced. The master should investigate this , if possible through the P&I
currö pondcn r. Lhe m:ısıe.r should rn ke nore of ehe following poincs.
correspondent.
~ ~
Other matters at the time of discharge
17:\. Lost bills of lading
t- Sometimes a person will daim to be entitled to possession of the cargo and
will provide a plausible explanation that the bills of lading have been lost or
destroyed . Sometimes the offer ofa letter of indemnity (see below) accompanies
the explanation. This is both a legal and a commercial problem for ehe shipowne r
and irs advisors to resolve and the master should not agree to discharge the cargo
(unless the shipowner expressly insmıcts him to do so) ~ .
lH. Letters of indemnity
The giving of letters of indemnity in ret um for delivery of cargo at the
wrong discharge port or without production of the original bili of lading is not
wrong, nor is it unusual. it is, however, a matter for the shipowne r to decide
upon. it is a commercial decision for it to make and one which it will makc
taking imo consideration the fact that it may have no P&I cove r as a
•
~ consequence of doing so.
19. Standard letters of indemnity are indude d in ehe appe ndices. These
standard forms include counter-signacure by a bank. Banks are rarely prepared
Wrıh bo~ su2or co th rent oıder
to sign an indemnity for unquantifıed amounts. Frequently, therefore, ehe lette r
orı<J c~s of the [! ~ moth 5te, would usua//y be restricted to describing the appa nt ,ood
0
is accepted without a bank's countersignature. Alternative ly a limit (e.g. 200 %
Ofder and 'onditioıı gs - rn ıs case the consignment would appear to be in appore
21
20
 . , ..ı 1 ehe bank 's li ability under the lette r,
'lro-o) IS p 1dCG
of rlıc val uc of [ ıc c, b . · d . .- .-u Ol for eh e shipow ne r to take.
J •
Again dıc sc :.ıre conıııı ercıal ccı s ıons 2S. Change of destination during voyage
Sometime s ehe master may be asked to change dest ina tion du ring ehe
, . , Or fa xed bills of lading ,
20. PfıotoıoPJ · .• ked to deli ve r agai nst a copy or faxed bıll of
voyage and to proceed to a discharge port other than tha t nam ed in the bili of
S [imes eh e mas ter ı s as lading. That is a matter for the shipowner to give instruction s upon . Jn t he
onıc . . b • availab le Unless special arrange m e nts have been
lading the o rı gına 1 eıng un · · f I d' d ı· absence of clear guidance from the shipowner or the loca! P&I correspond e nt ,
rnade 'ın
. w
· ·
rıtın g
b y ı ı e
1ı · powner to accept such a b ı ll o a ıng, e ıvery
t s ı . . . ehe master should take note of the following.
, hould be re fuse d . Th e usual rule is ebat delıvery . shall be gı ve n agaınst
presentatioo ofa[ leas t one original bili of l adıng. (a) Even if ehe governing charterpar ty gives a range of di scharge ports, on ce a
bili of lading has been issued naming a discharge port, that des tin a ti on
21. Mu/tiple originals . . . should be treated as if written into the charterpar ty.
Bills of lading are often issued in sets of three or four o rı gınal s . The bıll of
(b ) So far as the bili of lading holder is concerned , the diversion of the vessel
ladi.ng wi ll usually provide on irs face that ~roduction of an~ ~ne of those to
a different discharge port will be a deviation , the consequen ces of which
orİ<rİna l s, will be acceptable. At ehe same tıme , the other orıgınals are
co~sidered co be void and cancelled even if they have not been collect ed in by can be serious for the carrier.
[he master or ship 's agent. (c) Promises by a person seeking to change the deseination (be it charte rer,
shipper, or receiver) that it holds ali of the original bills of lading or thae the
22. Retmtion of the original bill of lading
persons holding ehe bills of lading have agreed to the change, may at be st be
The master s hould recain the original bili of lading against which cargo
meaningles s and at worst untrue. If such persons are genuinely in a pos it ion
has been delivered. However, originals are so metimes required by loca!
to make proper arrangeme nts for the change of destination then they should
offıcia l s or cusroms and in those circumstan ces ebe mas ter should ensu re that
be in a position to provide a letter of indemnicy (see (d) below) inclu ding
he (or his ageıu) is allowed to see ehe original bili of lading and that he is
an undertakin g for the return of ali of ehe original bills of lading.
allowed ro retain a photocopy of the front and reverse side of the original.
This should, if possi ble, be certified by the receiver or his agent as follows: (d) AB stated at paragraphs 18 and 19, ehe provision of letters of inde mni cy in
'This is cen ified ro be a true co py of ehe original bili of lading which is n ow return for delivery of cargo at a different destinatio n is not unusual.
accomplished' . However, ehe standard wording for a change of destinatio n lette r of
indemnicy (see appendix ) expressly provides for ehe return of ali of th e
23. M~re _tlım~ one person demanding delivery of the cargo original bills of lading and any letter of indemni cy which omits thi s
Thıs sıruatıon may arise where
fundament al provision should be regarded as inadequate and rejec ted .
(a) no bills of ladiog are available at ehe discharge port
(b) nıore rhanone sec ofb'lt 1 fld' h . . .
. s O a ıng as been placed m cırculatıon , ali or A TYPICA L BILL OF LADING - THE BIMCO CONGE NBILL
some of whı c h are unaurhorise d
(c) ehe original shipper has p
26. A standard printed form of bili of lading is re produced on pages 24-25 at
d •h h .
t he hold er h.as not compl'arte wıt t e bılts of lading and is assert ing that half-size. The standard BIMCO Congenbil l has been selec te d because of irs
d .· h· . .
examp 1e ıt as somehow ıe wır ıts oblıgacıons under the sale contract , for
• h widespread use. Each item in the bili of lading has bee n marked with a circled
ac . d h b'
Payment. quıre t e ılls of lading without m aking number which refers to the numbers of the paragraphs in t he text be low.
Although many of the terms and conditions show n on the reverse of the bi li of
2-( Each of the sit uations places the lading are relatively short and simple compared with those ofa more de raile d
di ffıcu lt position and . . ma st er (and the shipowner ) in a very !iner or combined transport bili, the esse ntial info rmation conrained in the
can gıve rı se to co 1 1 .
complex commercial and 1 . mp ex egal ıssues and may involve Congenbil l is cypical of ali bills of lading.
h ega1so1utıon s Th b . .
t e master, if he cannot ob . . · e est advıce tha t can be gıve n to
paragraph ı 7. tam guıdance for the shipowner, is as set out in 27. 'Shipper'
The shipper will frequenrl y be ehe parcy who pre pares the b ili of lading
and who supplies much of the informatio n to go in it. This in fo rma tion mu s t
22 23
 Paıı-1
BI LL OF LADIN G
HARTER-PARTl ES
~~g~ ::~t~~N~ENBILl"
~~~p~~9iv4
rrtE SALTIC ANO 1t,1TERNA
noNAL MARITIME COUNCI L (BIMCO)
Shlpper m
COOE NAME : '"CONGENBILL'" . EOITlON 1994
BILL OF LADING
TO BE USED WITH CHAATER~PARTl ES
Pı ııe 2

Conditions of Carriage c,,.,,,.. m

111
Ali terms

ırıcCfp0f8led.
anı:t corıcfıtions, liberties and exceptions of the Charter Party, dated as overleal , lncludl ng the Law a nd Arbitratlon Clause, are herewlth q
NoUfyaddress
!21 Geneı•I Paramount Clau~- in the lnlernati onal Conventionıor the ııı
EI1
UnillcaUon of c erteln ru les re1atlng to B111s of L a d in~, d ated Bru ssels the 2Sth
ıaı Thei-lagueRules cont.ain~d try of shlpment shalt apply ıo thls Bil\ of Ladlng. When no such ene clm ent Isın force in the country •
2
:;:~~~
8
~e;:~~dıi~ ~h~ 9~:~on ol lhe coun~ of destinatlo n shall apply, but in re s pect of shipments to w h ich na s uch enactments ara
01

co! pulsority appllcable, the lerms ol the sald Conventlon shall epply.

(b) T
rad
es wtme H:u~rısb:tiı::;a:~~tıs Conventlon 1924 as amended by the Protocol slg ned at Bru ssels o n Fe bruary 23rd 1968 - the Hague-
~d~~:She-".P~ ; ;pulsonly, the provlsions ol the respeclive leglslaüon sh al1 apply to th is Bili of La d l ng.

tel :
C&rrle< shall in no case be responsible !0< ıoss of or damage to the cargo, howsoever arislng prior to loadlng l nto a nd atter dlseharge trom
Vessel Of while ttıe cargo ıs in the charge ol another Carrie r, nor in respect o f deck cargo or llve anlm als. Ve ual m Portol loadi ng

m
(3) Gııntra1 Average.
Gıırıera!A~erage~ be adjusled, sıat ad and settled accordlng to York-Antwerp Rules 1994, or any .subsequent modlfl caU on thereof, i n London unless
anothır place ıs agreed in the Charter Party.
caıgo· 5 corılıibution lo General Avera ge shafi be pald ıo the Garrier even when such average Is th e result of a fa u ıt, n eglect o r erTor ol the Master, Pilot or
mJ Portoldlacharge

Shlpp er 'adesc rlptıon

m
ol good s
Crew. nıe Chartentı"s, Shlppers and Cons!grıees expressly renounce the Belglan Commerc lal Cocle , Part il , Art. 148.

(◄) New Juon cı.uıe.

in tnt ıı~e nt ol accident, danger, damage or dlsasler before or atter th e commencement of the voyage, res ulllng from any c auae whataoever, whether
m m
due ıo ll8911genoe Ofnot, lor which,or lorthe consequence ofwhlch, the Carrler ts not re sponslble, by statute, contrec t oroth e rwlıe, the cargo, ahlppers,
coruııgnees or ttıe ownenı of ttıe caıgo shall contrıbute with the Carrl ar in General Average to the peyment of an y sa c rifice s, losaes or eı;penses ol a
General Averıge natura ttıat maybe made or incurred and shall pay salvaga and speclal ch arge s inc urred in resp ect of the carg o . lf a aalvlng veıael la
rıı
owned or ope™8<1 by tha tarrier, sa}vage shaUbe paid for as fully as if the sald salvlng vessel o r vessel s belonged to s trangers. Such depoait ae the
c.rrler or his 19tnts. may deem aufficlent ıo cover the estımaled contribullon of the gooda and any salvage a nd s pe c lal charges thereon ahali, il
requlred. be made by ttıe cırgo, &hlppers, conslgnees or owners of tha goods to !he Carrler before d e llvery.

(5) Boö'l-lo•Blame Collltlon cı.u....

K lhe Ves.s~ comes into com,ıon wlth anolher venel as a result ol !he neg11gence ol the oth er vessel a nd any a ct, n eg lect or d e leult of the Master,
~nner. Pılol or lhe ser-ıantı of lhe Carrler in the navlgalion or in th e management of the Vassal th e owners of the carg o carrled hereunder wlll
•ndemnıty the Carrler agalnst all IOss or Uability lo the other or non-carrylng vessel o r h er owners in ~o far as auch loss o r lla blltty re pre aenl s loas ol, or
damaga ıo, oraııyciaimwho.Lsoever ol the owners oı Said cargo, pald or payable by the oıher or non- carryl ng vesael or her o wn ers to the owners ol ıaJd
=~ rıd ıeı-oıı. recouped or recovared by lhe other or non-carrying vessel or her owners as part of the lr c lalm agalnat the carrylng Vesul or the
-:! !:=~~:::e1::nsa~1111 ılıso apply where the owners, operaıors or those in charge of any vessel or vessels o r obJacta o therthan, or in addltlon to,
or o ects are at la utı in raspect of a colllslon or con tact.

For p a rtlculars of c a rg o , frelghl,

desUnaUon, ete., aee overleaf.

ı otwhlc h on ıı a ck • t S hı p per ıı ri a k ;
beln o rasponslble 10< lo u o r d a mage howSOfl var aıı ıılng )
l h eC a rr l ı r noı

m
Frelght payable as per
CHARTER-PARTY dated m S HI Pp ED a l the Por1 of Loadlng in app,ren ı good ordar and
conditlon on board lhe Vusel lor caırl agtt ıo th• Por1
ol Dlscharge o r ao near lher• lo tı s sne may aot• ly g01 tho g.(')Odıı
spec llled abova
FREIGHT AOVAN CE. Wolght, measure. Q u tı llly, Q LUlntııy, condıılon . eörı til nls und ı, a t uo
Rccelved on account o r frelght :

m unknown
iN WITNESS whereot ın e M aster or Agenl ot l hıı Hld Vesse ı hn aıg n ea
lhe number ol Bılt s ol ladlng l ndıca t~ t>eıow ııU ol ınıs tenor and oaıe ,
any one of whlch beıng accomplhıhıtd lhıt ot h o Nı shtıll be vold
Time used fo r ıoa d i n g days hours. FO A CONDITIONS OF CARRIAGE SEE OVERLEAF

EI1 Frıe lgrıt p ıı ya b lea ı Pla~ and dl !aof ıseuı

Numbe r 0 IOt"tg lnalBs/ L SıııNtu"'

Pr1n te(1;ı nd ıotdby

Fı.G Kn udtzons 8 ogtrykt.ırt AJ S, !i5 Toldbodgııı e, OK-1253 Co1>9n h ıgı1111 K,
Telıfax ♦ 45 338 311 8 4
by ıulhorlty o l Thı Ba Hl c ı nll l nıer nf;Uonıl M ıı ı hm ı Counc11
ı e ı ı.ı co ı. copenhaııe n

ıs

24
Jı
 . , ı . Hague or Hague -Visby or Haınburg Rules
bc chCC ked carefu llv \,\rı1erc e ı c . & a discharge porc is named (or, in ehe latter casc, rıomirı a ted) and ehe bili of
. .· n_
iv co ınpulsorı lv (see paragrap ı s .
I . 8-1- and a pp e ndı c es ,
. . . . . .
) the lading issued , chcn the shipowner is obliged to go thcrc , unlcss dan gı:;r prı:;vcnrn
app ' . . d. 1 • . , bil! of lad ing gı v ın g ce rta ın ın fo rmatıon ıssued to this. Even if ehe vessel is on charter, and ehe charwrparty provide s for a rangc of
s hıpper ı s cntH 1c co 1c1,,e a , 125 ) Th 1 . .
. · f ehe cargo (see pa ragra ph s 118 -
h ı nı upon s 1ı ı pıne n e o .
. es 1ıpper ıs ports, once the bili of lading has bcen signed , ehe safe course of ac tion is to
. . . f
. bl ' oae·ıon co provide accura ee ı n form atı on and ı f any o that assume chat thc shipowncr 's obligation is to carry the ca rgo to th a t n aım.:d
un der an o ı o . .. · h · ·
·ın •ıo rnıaeıon
· ·ı s. ·naccuraee
ı
and leads co lı a b ılıty of th.e ca rrıer t . en ın certaın dischargc port. Tb do orherwisc ınay amount ro a dcviation (scc parag raph 190)
circumscances ehe shi pper can be li abl e co inde nını fy the carrıer (see ~ - Thc porc of discharge may alsa influencı:: ehe compulsory appli carion o f
paragraph 16-+). ehe Hamburg Rules (see paragraph 83(:.ı)).
28. 'Coıısignee' 33. 'Shipper's description ofgoods'
The informaeion concained in ehis section is not primarily the concern of ehe \\TI1ere ehe Hague or Hague-Visby or Haınburg Rulc s appl y, rhe ship pcr is
master. le is a matter becween ehe sell er of ehe goods (ofce n the shipper) and entitled to require the carrier to issue a bili of lading giving ce rta in in fo rma tio n
ehe incended buyer or buyers. Depe nding upon ehe nature of the underlying about the goods (see paragraph 118 - 125). The buye r of rhc cargo w ill re ly
sale-s uansaction cypical encries in ehe cons ignee box may be the words ' bearer' upon ehe bili of lading co idencify that ehe goods are on board a nd in tra nsit. H e
or ·holder' or ehe box may simply be !efe blank; or it may name a consignee; or it will in parcicular rely upon ehe accuracy of ehe descripti o n give n in th e bil] o f
may sho\\· the words 'co order' wich or withou c the name of the consignee. Each lading. The descriprion of the goods is something whi c h rhe ca rri e r m ay w is h ro
of these affeccs ehe transferabilicy of the bi li of lading and , with it, control over qualify because of its limited knowledge about rh e ir corıdit i o n an d q u an rity.
ehe deliYery of ehe goods. See paragraph 185. T hey are not matters which shoulc The use of qualifying words such as rhose shown a t parag rap hs 39 a nd 40 is
uouble the master ae ehe time of issue of ehe bili of lading. vira! in proreccing ehe master from giving descripti o ns of th ı:; ca rgo wh ich are
29. 'N otify address'
_ This is e~e address (and usually ehe name) of ehe pe rson co whom ehe
shipper ~equ ıres ehe shipowner co give nocice when ehe goods arrive at their
desnnarıon. Typically, the notify address will be the consignee or an agent
whıch has been appoinced e
o co il ect t h e goods on t he ır
. arrıval
. , ora bank ~
AIT2I'>.
.
30. 'Vesse/'
T he name of ehe vessel sho ld b h T . . .
lad· ..,. . . u e s own. hı s ı s necessary for ehe bıll of
ıng rn pe, ı orm ı es vı cal functio f 11 .
rheir ph,·sical t . °n s owıng that the goods have commenced
' . ransporcarıon from ehe seller co the buyer ~ .
31. Poı·t of loadiııg'
. P~rı of the descripeion of ehe o . .
ı~ eheır origin. The place f d' g ods, whıch may be ı mportant co the buyer,
- . 1
o oa ıng may be .
orıgın of ehe goods lt · 1 an ımpo rca nc indication of ehe
H . ıs a so relevant co th
ague, Hague-Visbv or Hamb R e compulsory applicat ion of ehe
master should ensu~e ebat h urg ules (see paragraph 73 - 84). Whereas ehe
not~ h t e porı ofload· · h · ·
or r e master to invesrig h .. ıng ı s s own in ehe b ili of lading, ıt ıs
the nam Of h ate t e orıgın of h . .
e r e load port is ad t e goods. A broad descrıpcıon of
, . _ equate.
32
· P_oı of dısclıarge '
I
it ıs usual for the bilJ o .
occasion, and . . f lad ıng to name
,· .
eo the h' pamcularly with Jiquid a sıngle port of dı scharge. On
s ıpper or eh h
e c arcerer to
cargoes b'II
.
f1 .
• 1 s o a dıng may give ehe opcıon • ~~00to esuıblish exoctly h?W many roof ti/es are bf'IJken on these pcHe.ts • a reasonoble
nornınare a d ' , 1
ısc 1arge pare afte r sailing. Whe re
orde, 0 nJ carı ttıon
~. ~ mndode and suıwb/e remark inserted on rJıe biJJ of Jading to descnbe the apparent
a olso to drow anentıon to the inodequocy o( ehe pockaging

26 27
 . ı , . ,rrı. cr aııu. ı \\·Iııc. ·I1 1•t nıa,·
biııd ı ııg ı ı poıı r ıc L,
lıa, L 11 , ı ınca ns of checking
• 36. 'Freight payable as per CHARTERPARTY dated [date]'
,. , ·r fu n d · ım cnt:ıl : ı n J fn..: quent areas of dıspures
1 Thıs ı s onc u ı t 1ıc ırnıs . . If ehe ship is operating under a charterparty then it is very important chat
accur:ııc ,·. · .· . . ... -rıns in para uraphs 1 - 14 andın more
;ınJ it is dcalt \\' tth ı n pract ı cd 1re . - t-> ehe dace of ehe charterparty is inserted here. If ehe head-charterparty is a
tlıeo rer ical ccrnıs in panıgraphs 92 - l .'ı-t voyage charterparty then ehe date of this should be inserted. T he position is
less clear if the head-charterparty is a time charterparry but, in ehe absence of
' 4 'Gross we iolıt' .
·' • , ı, ı r; ı r is iııı porra nt rhat tlı e mas ter states the source of hıs guidance or instruction from any other source, ehe mas ter should insert ehe
Scı:: parngrap 1 • . . . . . . c .
. . · . . t , . ,· uıır · ınd if poss ı b l c statcs any co nflı ct ıng ınıormatıon as to date of ehe head time charterparty. This is ehe contract with which ehe
ıııforımır ıo n .ıs o ,,.c ı:-, • , ' • •
· ı · 1 ı e 1113 ", lıavc derived from other sources. Q u alıfyıng words may be
ıre ı g 1ıt w ı ı c 1 1
shipowner is familiar. The head time charterparty may also make express
. provision as to ehe cerms it requires to be inserted in any bili of lading which is
's hi~pcr's ' tigures' or 'said ro weigh ' or, preferably, the words whıch appear at
paragraph 40. This is one of ehe mo~t fund arn~ntal and frequent areas ~f issued and express reference to this charterparty in ehe bili of lading may
dispure and it is dealr w ielı in pracrıcal terrns ın paragraphs 1 - 14 andın more achieve incorporation of chese terms. There may be a number of charterparties
and therefore ehe master should if possible check with ehe shipowne r to see
rheoretical terrns in paragrap lıs 92 - 154.
what date is to be inserted in ehe bili of lading. The shipowner is in ehe bes t
35. '(of wlıiGlı [qııantity] position to advise on this ~ . The importance of inserting ehe date in ehe
oıı decll at Slıipper's charterparty is that many of ehe protective clauses in the charterparcy which are
risll; tlı e Carrier ııot designed co protect ehe shipowner may in many legal systems be considered co
beiııg responsible for be incorporated into ehe bili of lading only if ehe date of the charterparty is
loss or damage shown on ehe bili of lading (see paragraph 42. l ). The significance of chis
howsoever arising)' sencence is therefore not limited purely to freight but also extends co a whole
Carriage of cargo on range of oeher protective conditions ~ .
deck when the shipper has
not agreed ro it or where 37. 'FREIGHT ADVANCE. Received on account offreight:'
rhere is no universal cusrom The reference to freighc advance is rarely comple ted. If orher rerms as co
of deck carriage, is a serious freight have been written on the bili of lading presented co ehe mas ter for
breach of ehe conrracc of signacure, he should seek guidance from ehe shipowner. For practical guidance
carriage. 1f the terrns of ehe see paragraph 11 and for ehe underlying cheory see paragraphs t 01 - 11O and
bili of lading expressly scace paragraph 234.
thar cargo can be carried on 38. 'Time usedfor loading [no.] days [no.J hours.'
deck rhen it is irnporranr ro This i~ rarely completed. If ehe ship is on charter, ehe mas ter should not
ensure rhar ehe bili of lading :e~use to sıgn any bili o~ lading simply because he disagrees with ehe figure
alsa sraees ehae ehe cargo ın~erted here by the shıpper, unless he has clear instructions fro m ehe
aceually is ca rri ed on deck s~ıpowne: to do so. He should insert his own and ehe shipper's figures in ehe
. '-.
(see paragraph 155). The
srandard Congenbill fo rm
bıll 0 ~ ladıng and issue a letter of protest to ehe charcere r and shipper se tting
ouc hıs own calculation of cime used.
does not conrain such an
express term giving liberry 39. 'SH~P_PED at the Port of Loading in apparent good order and
to rhe carrier co carry goods condıtıon on board the Vessel for carriage to the Port of D ischarge or so
on deck and ehe simple near thereto as she may safely get the goods specified above'.
wording shown here is not ,For 'SHIPPED' see paragraph 30. For 'Port of Loading' see paragraph J 1.
s_ufficient co give such a ~r apparent good order and condi tion' see paragrap h 13 1. For 'Po rt of
lıbercy. ıscharge' see paragraph 32. For 'or so nea r thereco so she can safely gec' see
~a~ ~~pa~ent order and condition ofa solid bulk cargo paragraph 194.
found tqoubıre ,some qua/ifiıing words, for example if it is
e umpy

28 29
 !it , quaııtity, condition, contents and value
+o. •Jf eiglıt, ıııeasure, qua J, -1-2.2. General Paramount Clause
uııkııowıı.' 1, , ' and 34 and 130 and 136. (a) The Hague Rıı/es contained in the lnternationa/ Convention /or the Uni_fıcation of
See pa ragrap ı s .n . certain ru/es re/ating to bi//s of Lading, dated Brusse/s the 25th Aııgust 1924 as enacted
, : 7T'\'ES S whereof the Master or Agent of th e saıd Vessel has in the country of shipment, sha/1 apply to this bil/ of Lading. 'Wlıen no such enactment is
-1 l. /ı\ · . b oıf bills of Lading indicated below all of this tenor
11
s ı 0ı111 ed t1ı e ııuın er . in force in the country of shipment, the corresponding /egis/ation of the coııntry of
. h
ııe oıf wlıiclı beıng accomplıshed t e others shall be void, destination sha/1 apply, but in respect of shipments to which no such enactments are
aı ı G1I1ate aııy o . . . •
1
-ıı a geııe ra ı rule , ehe bili of ladın ba may be s ıgned by. the s hıpowner' the compu/sori/y applicab/e, the terms of the said Convention shal/ apply.
-- ~I ·. age ııt , ehe charrerer or his agenc, .or the s hıpowner's loading agem
ına,ter oı ı ı s • (b) Trades where Hague-Vısby Rıı/es app/y. in trades where the International Brussels
lr i, borh coııı ıııon sense, and in accordance wıth UCP 500 (see paragraphs 67 _ Convention 1924 as amended by the Protoco/ signed at Brusse/s on February z:rd
,ıı ı fo r rhe person signing ehe bi li of lading to scare the capacity in which he is 1968- the Hague-Visby Rıı/es - apply compıı/sorıfy, the provisions of the respective
sigııiııg: fo r exa ıııple 'charterer as agenc for th e master ' or, in the case of an /egislation sha/1 apply to this bıfl of Lading
ageıı t , 'as age ııc for ehe master', or 'charterers' agent as agenc for the master'.
\\1ı eche r a parcv has auchoriry ro sign, and whe ther having so signed the bill of (c) The Carrier sha/1 in no case be responsib/e for /oss of or daınage to the cargo,
l ad i ııg he crea tes a conrracr between eh e shipowner and ehe shipper (an howsoever arising prior to /oading into and after discharge/rom the Vesse/ or whıle ıhe
oııner 's bili ) or between the charterer an d ehe shippe r (a charcerer's bill) is
cargo is in the charge of another Carrier; nor in respect of deck cargo or /ive animals.
dealr w itlı in paragraphs l 11 - 114 and paragraph 229 - 23 1. Traditionally the The fırst two paragraphs, (a) and (b) , are the mechanism by which ehe
ııumbe r of bills issued has been three in a se t. The number actually issued is Hague or the Hague-Vısby rules will apply contracrually. This contracrual
,lıown on the face of rlıe bi li of lad ing in ehe appropriate box. Alsa see application is over and above any compulsory application imposed by virtue of
paragraplı 44. However rhis is nota universal practice and one or any number of ehe goods having been shipped from, or the bili of lading having been issued in,
bıHs of ladıng can be issued and ehe number shown on the face of each bill of a country which has given effect to the Hague or Hague-Vısby rules. (See
l adıııg Even choua]ı a I1 b
. · . . b um er of orıgına
· · ls may have bee n ıssued,
. ,
prese ntatı on paragraphs 71 - 81). The third paragraph, (c) , attempts to limit the scope of
ot"any· one orıgına l to th e master ('ın t he c ırcum · stances d escrıbed ın paragraphs
• · responsibility. it is permissible under rhe Hague or Hague-Vı s by rules for
h a ııd 208) 1.5· ffi ·
. b . su ı cıenr and at thar moment ehe funccion of ehe bili of lading
1ıas een achıeve d (
' ı· , '
ıvorr lı l " ( . or ~ccomp ıs hed ) and ehe other bills of lading become
ess excepr as ev1d . 1
s lıould b . ence ın t ı e eve nt ofa dispute for which reason thcy - '
e reta ıned carefull y). ' ~t 'l
12. 'Coııılitioııs of Carriage'
.,.
- ••u
.ı:ı .
1·

-
12.J. Ati tenııs aııd coıu/' . . . .
dated as overl ,, . ıltıoı~!!, lıbertıes and exceptions of the charte,-Part,,
- \

, ea;, ı. ııc udıng ti: L

ııerewit/ı iııcorp .• · · · ı. e aw and Arbitration Clause, are
Th . oıate,. 1
. e condı tio n s of ., .
carrıage refe
ı ng. he back of th b'II . . rre to are se r out on the back of the b'll
lad 'J' d e
i oı-
. of lact· e · of ! a dın g ı·s as ımporcant
copv, of rıı e bıll I · h
as the face and w erev.,. -
aııd . ıng ı s req st d d
carefully cxanı incd Ti uc e th e fronc and back shou ld be supplie
reverse ıvi ll b . ıc co ııdition , Of . . the
'F •_ e aclded to b h s carrıage whı c h are set out on
re ıgh r P'lYal11 , y t e tern1s of h . h
char;e ' · c secrion overl f ( any c arte rparcy referred to ın t e
rpany t . ea see · h ehe
UJ)on ti errns can be 1·11c paragraph 36 ). The extent to whıc
ıe exc or p or·ır i ·
thartcrııa ~ııt of tlıe inc;orı)o . ' ec 111 the bili of lading in chis way depen
ds
• rty ı tse lf . racı ng wo d . . ~
· and ı s ·ı m r the words used ın ehe
' attcr of de • . s and ., .
taılcd Englısh case law. Mention should be made of contents spi/Jing (rom bags

t 31
30
 - [hac :hey are not re.sponsib le before
_,,,._ -, .
...:r": _r._L - ı--
r _•
. _. ,, · , rc:' oo",ıbılı.
0 50
.. :

., - . .
esPonsı oılı r...- ın
_ .d respect ofd ec k cargo or carrymg· ves:,--eı or her Oumcı
~----j in sojar as sııch loss or liability represents loss of, or damage
or any daim wlıatsoever of ıhe owners of said cargo, paid or prıyable by the other or
•
,~:..ıf(~ __, - ,:ı ~~ anC ;:o 3\0I r , .
~ · -o
="·. - _
__~ .: :-...~c: -±~cr2.r d ,_~ rEo is concemed , ehe sımp le attempt at
_ _ _ ı:ar 25 ec"' ,_.,. o
10
' · g vesse.
. ı or h-- ,,.,ners to the owners of said cargo and set-off, recoııped or
:: r '.".\..:.lJ H11v_e\e- ,o . _ be effecri\-e unless rhe cargo was camed on
. non-carrym ~, u,.,,.uv, .
recovered by ıhe oıher or non-carrying vessel or her owners as part of theır daını agaınst
. •
- ... - - , - , cımi!rıoc
,..-- - -· -- ~=..:w"-'-::- - -1::r- ;ı -.s-.c:. _ r.l cu-·om. and ehe b-11 fl d. 1 l h
ı s o a ıng c ear y s ow
-- .- r;ı; ..:L~;-, _ o:- : •
rsa ~· ' . ıhe caırying f.i?ssel or ıhe Carrier.
, _...,_ ıc rhose r"'nuireme ncs are not sarısfıed ehe
ed o:ı. (!o,;-,-..
ç ~
o:
__ c - . - i
The foregoing provisions slıa/1 also app/y where ıhe_ own~ ~• operaturs, ~hose in
• ""

-·s:: ~~ , ,:?:, [i(:ı...u Acr;ı •

.

- , fril:ıl= ro· ı..,'-- ..ı..,_,.,,.,,::;

=. . .. .c-: ,wwsed b;; ehe cargo beıng on deck and
~ .r. (JI:: .., _- - _ · _
~ a.- •
: P&I ~ b cm-er. (See paragraph s 90 and 155). clıarge of any vessel or vessels or objects other tlıan, or m addıtum to, the crıllidmg vessels or
..... Llv ~ ~ p.:~ _.o;-. o: objects are atfault in respect ofa col/İ5İ(J11 o-r contact.
This is a standard clause dealing with cross and councer claims in collision
cases. it is a purely legal prov ision and need not conce rn ehe mas ter.
42.6 . Occasional k: addi rional cerms and cond itions witl be added e, -en ro
srandard bills of lıding such as rhe Conge nbiJl. A cypicaI rerm ma:y be a lie n
dause ora choice of ju risdicrion or place of arbi rracion cla use . If rhe ...-esse l is
operaring under a ch.arrerparry, it will sorne cimes requi re add iü onal clause s ı::o
be in.sened in ehe bili of lading.

43. 'Freight Payahle at [placeT

This may show a specific pl.ace for pa-yme m bu t. if com p le red, is mo re
tikdy w shmı; freight payable at ' desrinacio n·.
44. 'Number r.ıf r.,riginal Bs/L'
TraditionaHy rhe num ber of bills issued has been rhree in a ~ c... Huwe\ e r
rhis is nar a universal p rac rice and one or an~· number of bi!b c.:an be i-,,5l.."ed and
shown on ehe fare of ehe bil! of lading İ KSe lf. C sualiy ehe biH of l.ad ing .\ il: be
gnren a numbeT shown in ehe ı:op righr hand cr~me r of rhe :-"r om o:· tlıe bt!!. BiL,
of lıding fer, carriage u, ehe Cniced Srar:es ,~ili show an SC .\C r.J;nbc: ;-
(compris inga four d igic n u mbcr and ch{.."!1 a secımd reference of'- ? er, Gıe h .::
k t rers oı- num bers). v.iı ich is unique- m rhe caı.-rier and ro ehe bil. 0:- :ıd..:- ~
4::; 'P/ace an.d date of wıu'
The dare t; f İ$sue. i5 exrrerne f!.· İmporrzn ::_ ~ ofü::r-, ehe "al _c r,;,· c=-:c ~ -> ,-
ehe price ro be paid m dıe effa.--ü ~~ ~ of rhc L'.n<leı.-t<.'!:ı;::: -.a.l:: , : ~ .3.'.!Ut ~~- ı:.
be gv,.·emed by ehe dace of iss'Ue of du: b!ll of bd::.g,. Sce- fX!:-~:y~. : :;,, f : .. ~
e55eruia) rhat a 'sm_ppe.ô' biU of ~irıg S ~ S , &..e 6ce Crri .-:;ıc-ı ::t'.>":'? c a ::-;. r;:
e,:
kooing ocr:u rred in r~pec."T of r±ıe pa.:-cd czg:, ıc..::r; ~ı =~ .:-. ~-.c rn , / ~ - ":"Z-
ir icı noE ~-ser.tial rha-ı chıe btJI of '2dı cc6 is i~" ...eci ~- :},c- ;yx-: rx· la!!!.:-~ -
aJthou~ {Jf a.ıone, the porr o.f loocu-,~ m .J.-,: oıe ra."J'lı::d. I: (i'IC ~~ ..,; "".Ue l~
Jif.i{ me P'lfi of k-Jadi~ me pl:?ce o; ih..ıt: ~ı.i!J ~...h '>~Z. ı~..c
~ X,:::;:L~ . ;:. -Z:.
aift:u: tf..c oonıpubof1f· app!icu coıı o f ebe H.:a-r. 1-L...;"...c-\ ";.~ o · H:.ı.~ · z. ;-ı__--,,_
-l~ ~5ig,ıature ·.
~ pıuzgraph 1.-

33
ll
 THEORY description , cheir quantiry, and their apparent order and condicion. The buyer
had a sale contract and he waneed to check the detail of ehe goods before he
HISTORY AND coNTEXT . . paid the price. He relied principally on the bili of lading for chis. The dury to
d. · lly define and analyse rhe bıll of ladıng by its make the bili of lading accurace was ebat of the master and so ehe bili of lading
17. Legal cexc books cra ıtı ona
as a receipt became more important and more burdensome to him.
rhrcc di ~tincr funccions
. h. h hows what has been loaded on t he ship 54. The law reinforced the buyer's expectations by recognising rhat the bili of
(u) as a rece ıpc w ıc s
lading gave the buyer not only ehe righc to demand delivery of the goods, but
·c1e wh ich shows who can demand the good s at t he
(b) asa documenc of tı also the righr ro sue the shipowner for any failure on irs pare. The buyer was
di s clıarge port entitled to expect ehe goods to be carried safely to cheir destinarion. If they
(c) as a co ncracc of carriage. were not, ehe shipowner would be liable. The embodiment in the bili of lading
of these liabilities, and reasonable defences to them, was the third function of
48. Alclıough this guide adopts ehe more practical a~p:oach of following the the bili of lading, as a contact of carriage.
life of ehe bi li from irs issue to delivery of rhe cargo, ıt ı s useful to keep t hese
three functions in mind. They can most easily be understood by examining the 55. Wıth İts three inter-woven functions , as a receipe, as a document of title, and

simple origins of ehe bili of lading. as a contract of carriage, rhe bili of lading plays a unique and important pare in any
internacional sales transacrion. It is not, however, ehe most important documenc.
Evolution The most imporrant document is the contracr of sale. Although ehe master may
49. Wlıen ehe owner of goods purs ehem on board a ship as cargo, he will never see such a contract, it is important to undersrand ehe basic nature of that
expecr ro receive from ehe master a document, signed by the master, contract and rhis is considered in more decail below. Bur first, ehe law.
confırıning thar rhe goods have been received on board. This document or
The law
receipr was ehe fırsr type of bi li of lading.
56. This guide assumes the applicaeion of English law to the sale tr;:ın sac ri o n
50. ln rhe ea rly days of commerce, the owner of rhe goods, a merchant or and to the bili of lading. Often English law will be chosen by rhe parci es co
trader of soıne sorr, would often travel with rhe good s and seli ehem at their apply. On other occasions it will govern by implicarion. Even where Englis h law
de s cınarı~n . He would tender ehe bili of lading to ehe master at t he d ischarge is not directly or indirectly chosen it provides a useful guide , as ro a grear
P?rt and ın recurn , ehe master wou ld release ehe goods to him or, at hi s personal extent English law reflects the practical needs of comme rce, which in m any
dıreccıon, ro the buyer. The funct ion of the bili of lading remained simple . respects are rhe same throughour ehe world.
5 57. ~he law applying to a bili of lading will rarely be found simply by looki ng ::ı e
1. As comm erce became more sophisricated the merchants and traders
became ın volved in m . · • . • • the bıll of lading İtself. Furrhermore, if English Ia-w applies, it c:ın not be fo und
1n chose c .ırc ums ta nceore s1ı ı pments and were unlıkely to saıl wıth any of the m.
it b . in one book or code
masr d · ecame ımporranc for rhem to be able to give t he
er or ers as to deliverv1 of th d T .
upon rhe b"ll f d. · e goo s. he del ivery order wou ld be wrıtcen 58. in a typical commercial transaccion in which a bili of bdin o- is involved ehe
rhe disclıa
1 0 I
, , rge port. a ıng ao \\'Ou ld teli ehe master wi ch whom he shou ld d eal at
d righcs and obligations of the parties may come from a number ;f sources.
5?-· T (a) Many of ehe rights and obligacions are writte n on thc facc and revcrse of
he law developed alon side , .
recogııi sed ehe bili f I d. g clıe s e commercıa l developmen ts an d soon the bili of lading. So, for example , ehe name of the lu:ıd porr, thc disch :ır~e
o a ın Oo- as a do , ·h· . . h porc to which the vessel must proceed, :ınd ehe b~ıs i s on which gcn<.:r:ı l
person holding ic Ti , cume nc " ı ch gave ce rta ın rı o-hc s to e e
praccical merhod.of ıe tr~nSk~ of e bili of ladi ng accord in o-1)' b:came cht:
th average is to be adjusted :ınd paid, m:ıv be writ tc.'n on rhe bil! of l:ı d in g :ı nd
. rran s ıer ot ow if they are, are k.nown :ıs express re rın~ of thc conrracr.
of tıtle.
1. , b
·ners ı ıp of the goods. 1e became a docu nıen t ~

53. As the bili of I d. (b) Somecimes ehe law finds İt sensible to add irs mm rerıns rn a conuacr so rh:ıt
nıorc i a ıng was now svnıb 0 ı · Of . İt makes good busincss se nse. So, for ex:ı nıpk , en ~n rhe simpkst bili of lad ing
nıpon ant than eYer f ·. ıc t hc goods e heınsd ves, ıc was
t ho~e good or t 11e bıll of 1-ıct · b c carries with it an implied re rm th:ır ehe c:arrying n:'ssd " ·ili be se:ıworthY.
s, naıııe ly rh·u eh ' ın g ro stare d earlY rhe fac cs ::ı ou
· ' ey 1ıad bee n si11· ' d ·
PPe on bo::ı rd ' rhei r ..,.e ne r:ı l
ı:-,

34 35
 lı , p ;ı rt ıL·~ , r lı c contract by
. , i nı posc d on r c . . .
ı ec i nı es
rerms are_ , ,, . n unıbe r ol co u ıı m e s agree ona specifıc (c) Eııglish statutc Jaw and commoıı law. English modern law is bascd on casc
(c) Son " non \ ı e rı ,1 . . ,
•ıre rnari o na l co n ı c.:n . · . •· lı slı o uld ap ply ro ehe ca rrı age of goods by law (i .e. an accumulation of thc dccisions which have lıeen made in cases
ıı d b!'1aa rıo n s " 1ı ı c , . .
~er of righrs an ° ~
rn e rshıp anc op
i crati on of shı ps chcy wıl l usually set them
· 1~1 b 1
ovcr thc ycars, somctiıncs also known as cornmon law) . together wich st:.nuw
seJ ur ro rhe 0 1 ' , .,d code or co n ve ntıon. 1e est mown of law. Scatut<.:s rdcvant co thc sulıjccts covcrcd in this guide rnay includc rhc
. l fo rnı of an .ıgree . . . various Salc of ( ;oods ı\c ts (dcaling wich thc rdarionship bcrwecn thc seller
Jo\\'11 ın r ı e . L .- rlı rlı e ri 0ahts and ob lı gat ı ons a p p lyıng to the
· ns dea 1ın g 1·11 of rhc cargo and rlı<.: lıu ycr of rhc cargo) , Mcrchanc Shipping Acts (dealing
rhrn: con:·erı tıo ' . , . , rhe Ha o-ue Rul es, ehe Hague-Vı s by Rules and
. , ı aoods bı sea. are o . , with ehe own<.:rship aııcl opcr..ıtion of ships including limiration of liabiliry),
carrı_agc O " · . b ra Rules. T hese conve ncıon s may apply as a
. ren:n rlı. ehe 11 aın u ::-, . . . . tlu; Carriagc ofC;oods by Sca Acts 1924 and 1971 (which arc rhc English
nıorL - . . , rlıe place of loadıng or dıscharge or ı ss ue of t he bıll of
nrırrer of loca 11 a ıı ar . enactments of rlıc Ifague and Haguc-Visby Rules rcs pcc rively, rde m:d ro
'. S , · , . rlıeı- wi ll upp ly chrough express ch oıce, see (d) below. abovc) and rhc Carriage of Goods by Sca Ac r 1992 (which dcals wirh rh c
laduıg. onıe rımc: s .
• . dd ·c· aJ ri ahrs and liab ilities will be included or incorporated transfer of rhc righr ro bring :.ıcrion s unde r a bili of lading frorn the shippcr of
(d) Sonıerınıes a ı 10 11 o. . . .
r cp be,·11 a made ı n the bıl l of l adıng to a conven tıon or to another rhe goods ro subscqucnt holders of rhe bili of lading) .
b\' reıeren , o
d~cumenr. So. for example. a bili of lading may express ly refer to ehe (f) in addicion, arrempts have been made fronı time to ti me hy comme rc i ::ı l
Hague Rules or Hague-Visby Rules or Hamburg Rul es or, for example, may groups and organisations to standardise se nsiblt; and com nı o n p rac Lİ ccs
refer w a charcerparry or the terms ofa booking note (particularly in a !iner wirhin inccrnational crade. l/C:P.500 and rhe lncotc.:rms are cx.:ı mp l e ::; of
~en ice). lf it does then ehe parry holding the bili of lading will be assumod chese and are rderred to lacer in chis guidc. Thcse arc nochin~ ın orc rlı aıı
ro have knowledge of the rerms of ebat co nvention or charterparty or codes which have acrempcecl co gi vc inrern ::ı ci o nall y recogn i sı: d ml· a n iıı gs to
booking ııore. ewı if he has not raken the trouble in fact to obtain a copy parcicular words ancl cxprcssions uscd in s:ıle and fın:ı n cc conrr:.ıc t s . Thc
of it or ro look ar İ L parrics may choosc to appl y thcn . They arc not m :ı ıı d a rory and should he
disringuished froın con venrions which h :ı vc hc;;c; n madc l:rn in e;ıc h rnuntf\
which has creaccd or adop rcd thc con vc.:ıır ion . l 'C PSOO and ehe l rıcn rı: rm, ·
do not have any binding force of bw unlc::;s exprc~~ ly c hosc ıı . but rhc:- dıı
reflecr currenc pracrices and :ıre good g uid :ı n cc ,l:i ro \\' h ;ı r "ıhmıl d lıL: d o nı..·
in ehe absence of any orhcr guid ance rn t he.: rn nr r:ıry.
59. Ali the sources, righrs and oblig::ı ci o ııs will work rngc rhe r to cn.::ı te rhc lq.!,.ı l
environment in which a bili of lading f unccions. Somc rimcs c h ı:.: riglw, :111d ·
obligarions will be considcred by ehe hm ro ht· of :. igııi tica nc ~rnd fu nd ,ı mrnı .1 1
imporrance. On other occasions, rhev \\İli bt: con , id e rı.: d rıı be nf mi nor
imporrance. The mosr imporrnnt rigİus and ııh l igac ion~ \\ ili be eon:- ilk rl' d in
rhc re maindc r of this guide.
The intern.atioııal sale of goods - bacl·gro u ıul
60. Thc agrcemc.:nc bcrwccn a seller and buyc r of good:- j,_ con.t;ıi ncd 11 1 ı lıc ,.ı k
cont rJc t and this will conca.in wtmrever :.ı rrnngen ıc nt or prm i, imı rhc sc lkr .ın d
?uyer may clıoo~c for chdr speci fü: pu rposc aııd ncı:ds . \ \ l1c:re rlıc- t r:ı ıı:-..ıd ııın
ınvohcs ehe: tmnspon:ırion of goods b, sı::.ı , ehe bili tl f !Jd in~ j.., on-t: of :ı n ıı ııılı<.: r of
ı.Joı.:u ın.cncs \\ hk'h is cııs coınrtrilv used to m:.ıkc r lı.ll -;,ık· mıı c.ırr ıHıı "- Ti:ı ;n nid
rn_isurıdı::n.mrıdirıgs as to \\-hİch 'p.ırty i, lx-:.ıring ,dıic.: h ri,J-. iıı tlıı..· ,.ılc or carri.ıgc
~t thı: gO(){l'i, nmny u ttcmpt:-ı. h:ıve bct: n ın:.ıd ı.: to .ıı.:lı inc u n i fiır rıı i r~ nf' rcrrfü.
~m1<.· mu, he ndnprcd \ ohm rnri h, others nı.ı) .ıpph eııın pu l..,urİ l) . 'l'lıc nıo:- t
Cıırcfboon:t
canons can be . ımpomınr un.· l ıırnrerrm .WOO. UCPSOO, :rnJ r lı c I l .ıgıı ı: ,ıııd l Lı.~ue-\ 'i ,;hy Ruk-s.
~ t arııj bi/f of /adi ecısi/-y damoge<t
ıng • ony damage noted should be ,r eco~ oıı the ,natet

l7
 insurance policy or certifıcate, and ehe shipping docume~ts, one ~f which is ehe
Iııc oterms 2000d d ·de in cheir sale concract who will do what
he buyer ecı . bili of lading. The legal right and obligations under the bıll of ladıng may_be
61 · The seller an r c·ıon ehe buyer may agree to collect the goods
. 51·mple cransac , transferred co ehe buyer by consignment or endorsement. These expressıons
For example, ın a house and to undertake ali the responsibility
ll , facrory or ware are explained in paragraph 185.
froın ehe se er s . . olved in geccing ehe goods safely to their
~ crans porratıon ınv
and cosc or . he seller may agree that he wı·ıı d o everything 66. Under ehe other main Incoterm, ehe FOB contract, ehe buyer finds spa_ce
. · AJeernaeıve 1Y, e · · T · ona ship for his cargo. He will do this eirher by finding a_suitabl_e !iner servıce
des cınatıon . d co ehe buyer's chosen destınatıon. he partıes can
rv co 0aee ehe goo s . h h or by chartering a vessel in. The buyer will alsa arrange hıs own ınsurance on
necessa • d f heir concrace on each occasıon t at t ey work togecher.
e·aee ehe wor s o t . . ehe cargo. The seller only has to put ehe goods o~ board ~he sh_ip named by ehe
nego I rld-wide co srandardise transactıons lıke these, and
However, an aceempt wo . 2000 buyer. The seller will obtain a mate's receipt whıch he wıll delı~er to the buyer.
. . . b eween can be found ın ehe Incocerms .
mosevanatıons ın e , The buyer will use this mate's receipt co obrain , through ehe shıp 's agent, the
The lncoeerms (an abbreviation for 'International Commerci~l Terms' and bili of lading. There may be a variation of the FOB, contract where the seller
62
whıc were devı·sed bvı ehe Incernacional Chamber of Commerce ın
·. h 1936). can has co obtain and provide co ehe buyer ehe bili of lading, rather than the mares'
. .
be adopted voluncarily by ehe seller and buyer, or, sometımes, by ınternatıonal receipt. The sale conrract decides this ~ .
cuscom of ehe crade or by implicacion. They are usually represented by
abbreviacions in ehe sale concracc. The abbreviation utilised indicates whae
UCPS00
67. Any international sale rransaction requires payment to be made by the
obligarions are undertaken by ehe seller as part of the all-inclusive price of the buyer co ehe seller. This can be done by cash, or by various colleccion
goods. So, for example, in a CIF contracc the seller arranges insurance and arrangements under which ehe seller's bank holds the key documencs and
carriage and ehe price paid by ehe buyer will include the cost of the goods, the releases ehem only when it has received payment from ehe buyer, or, most
insurance cose, and the freight. frequently, through some kind of documentary credit arrangemenc. A
63. Some of ehe lncocerms place an obligation on the seller not only to deliver documentary credit arrangement involves the buyer of the goods making an
rhe goods but also to deliver shipping documents to the buyer. T he bili of arrangement with its bank to issue a promise (a letter of credit) to ehe seller
lading is ehe most common and vieal of these shipping documents. The that ehe bank will pay against receipt of ehe shipping documenrs. üne such
lncorerms where a bili of lading (or similar shipping document) is vital are shipping document is ehe bili of lading. To ensure ehe ease of arranging such
documentary credits, ehe lnternational Chamber of Commerce devised in 1933
• CFR (C & F) cost and freight a code for the Uniform Customs and Practice for Documentary Credits ('UCP
CIF (cost, insurance and freight) Rules') . These rules, with the currenc edition being known as UCPSOO, ::ıp pl y
• CPT (carriage paid to ... ) by reason of being adopted by the banks or chambers of commerce or simply by
CiP (carriage and insurance paid) incorporation of ehe UCPSOO terms in ehe documentary credit itself.
• FOB (free on board).
68. UCPSOO Article 23 lists ehe inforrnacion ehat an 'ocean' or ' porr co pare' bili
64. Ali of the abbr · · of lading must contain so that it can pass through the banking sys re m in a
. evıatıons are used for convenience between the seller and
6uyer. l 'hey wıll not usu il ·
ehe seli d a Yappear ın the bili of lading. They are matters becween smooth and efficienc way.
6
er an uyer of ehe go 0 d d
However b . . s an need not concern ehe shipowner or ma5cer· 69. fu beeween the buyer and ehe seller, rherefore, rhere are a number of
' ecause m each of eh ı.
documencs in eh . _ese cases the bili of lading is one of the !\.ey requirements which the bili of lading muse sacisfy because ehe Incorerms have
e sa1e transactıon th h
problems are most likel . , ese are t e categories of sale contract where been adopced in the sale concract or because UCPSOO requi res İ t. These ::ıre al!
h
t e C\vo mosc fre Y to arıse 6or the sh'ıp, and so a little more comment~ · on matters for the seller and ehe buyer and they are not for ehe master to worry
. quenc Iy used te CIF
65 u d rms, and FOB may be helpful. about ~ -
h. n er the CIF concrac h
~ e freighc, and insu h t t e seller puts the goods on board ehe ship, P1_Y5 70. The master will rare\y (or probably never) see, ::ınd slıou ld no t expecc to
ınsur res t e cargo Th il · ti ~ see, ehe sale contrace betwee n ehe buyer and the seller or ehe rerms of any
ance cornpany and • h ·. ese er therefore has rights agaınst .v
buyer he · ı ı ng es agaınsc eh h' h documentary credic.
wı deliver co th b . . e s ıp. To transfer these rig ts to rhe
e uyer (ın
return for payment of the CiF p rı·ce ) · ehe

39
38
 ' ,ntions dealing with the care of cargo of lading has hc:t.:n issucd in a contracting scace. Thc tcrm 'contraccing statcs'
is •
., ·nty howcvc.: r goc.:s lıcyond thc; tcrms of tlıe sale
Convec qucbt cror cc.;. . rt,ıı
'J'/ı , ' , . ., , • . . . , . . simply a way of dcscribing countrics who have agreed to apply ehe conventi ons.
7J. •ı . - ancial a rra ngcırıcn ts whıch hctvc lıcc;n1 madc tor paymen t •
c;orı crac.:t anu t 1ıt 1ın .
t ıa t thc.; goods will be
,. . . . to thc sak cont ract w ıll atso nccd to know 77. Quitc oftc:n thc sL:llcr and buycr of guods, ora carrier of goods, will decide
11ıe pa rtı cs. ı ., ,-full· y and a scaworch y s hıp · ı h · f' ı
0 11 , anc. t at ı t ı. c.:y are not that th ey. chat cven whcrc eme or ochcr of thc convt.:ntions does not apply compulsorily
tran~portt u C<lrv . ,
rı ghrs (for cxamplc hccausc thc shipmen t is not from a contracting statc:) , they would
. st thc. ca rrıer. As
. nı•..,· righr of ac ti on agaın
• ıı ı ı a ve so thc.:sc . may
. be
wı
mın~ fe rred through rh e h ,ınds ol ehe va rıou s person s_ holdı ng rhc bıll s of lading stil! likc tht.: wcll-understood regimc of ehe convcntions to apply to ehe voyage
in qucscion. in chose circumscancc:s, ehe parties can in ehe.: bili of lading choosc.:
duriııg ehe transac ciun, t:aclı will nct:d LO lıavc.; so ırıc: ıdc;a of thc.; risks and rights
to apply tht.: terms of the convcntion by incorporating thc:ırı by way
of
w hidı accompany thc sca voyagc:. ofa contraccu al
contractual clauscs wrieten in co ehe contracc. An cxamplc
72. in an acrcmpt to crcacc uniformity of ri ghts and obligations of shipowners clausc wlıich providt.:s chat ehe l laguc or Hague-V isby Rulc.:s are co apply
anJ cargo uw ncrs, a large nurnbcr of co unrri cs in vol vt.:d in the carriage of goods contrac.:tually, in any casc wherc thcre is no coınpulsory applicacion , can be.:
by ~ea ( e itlı c.: r as shipownt.: rs or as mcrchants or as both) have agrecd from time found on tlıt.: hac.:k of the standard printcd Congt.:nbill (sce paragraph 12.Z).
to rirnt: to set our rhcst.: rights a ııd obligations in thc form of agrcc.;d 78. Tht.: rights and liahilitit.:s of tlıt.: undcr thc.: conventions are in
slıipowner
convcncion~. 'l'hcrc an.: rn any conventi ons in thc: maritimc.: world but the c:sst.:ncc simpk:, although in thcir application over thc years, thc casc: law has
principal ones n.:k:va nt to t lı t.: iss uc:s in this guic.k arc ııow <.fücusse d below. ht.:comc quitc coınplex. Tht.: obligacions plact.:d on tht.: shipowner arc
Hague and flague-Visby Rules (a) to t.:xc.:rcist.: dut.: diligc.:nce ro makc his ship in ali rt.:spccts scaworthy (scc
7?,. 'J'lı c rcrm s of rhe l laguc Rub wt.: rt.: dral'rui at th e I Jugue in 1921 and paragraph I CJH)
adoptı;;cl by a ııunılıe r of couııı-ri cs in a m cc:tİn f;!; in Bruss<.: ls in 1924. Addition
al
(h) to l:arc for tlıt.: cargo wlıik it is iıı his custody.(st.:c.: paragraplı JCJ9)
.
:ı s appl ying conıpuls ori l y ro
couıırr i cs thcn ulso agrecd ro ad opt thc ruks
rarriage by sı:a in wlıiclı rlıcir counrry was in vol vc:d. Yarious anıc:ndınc nts wert.:
ıı~:ıdc '. 'ver rhc ycars :ıııd a rcviscd convc ncion was mack following a mceting ar
Vıslıy 11 ~ 1%3 ıvlıich lcd ru thc: adoptioıı by thc m e ınbc r counrrics in 1968 of
rlıc revısed ru lcs kııown as rlıc I Iaguc-Visby Ruks .

.7!· 'l:hc Englislı vc rsion of rhc origiııal·I J11laguc: Rul c;s is sc t mır in appc ndix .
ı · · · '1-'I
cıt· rlı c• 11·,ı gtı l:.·y·ı s >y ,u cs ı s sc: t ouc ın app c.: nclı x 1. 1e
1he bwlı. " sh .wrsion
·
t:cıun rrı cs wh ıdı h · ıvc · ıgrcet
.. t ro app 1y t 1ıc 11 agıı ı.: and I hıgu ı.:-Yishy Rul<.:s arc
. . ' '
lı s r cd ın appcnclix .

7S. 't'he i ıı•t c nıion of rh.c.: t:,oııı,t:.11 t ·ıoııs ·ıs ro prov ,ıdı.: a lıalan cc d rc:gımı.:
• · ı
.ı t - .
of rıg 11,
.
.ın u o ı 1ıgarıoıı s so rlınt r lı . " . '
.
rru ııı ı 1ıc• slı. ı• powrı c r ııı• mıic 1c ..,ıı .go. owncr cnn c;xpcct ıı vc rrnin srandurd ot carc:;
1. ,
slıiıı . . ' ı ,ııııın g 1ıs ~hıp : ınd in c:ıriıı
1 g for rh c l'argo; and rl ı ·
. uw n c ı cıııı lıc prorccrcd· ı oın l nıms wlwrt:,
f- ·I . . . . . .
cart: ılı . .. . d espırı.: hı s ın ıtınn.: naııc.:t.: and
• c cırl!,o ı s d:ımagcd .

76. Tlıc: llH.: ıhud ur applicııtioı 1 0 r I Act'1t

Counıric~ ıvlı iclı h· . 1 t 10 coıı vc ıırioııs is b:ısic:ıll y : ıs fo llows ~
lq(islııtion in rlıc' ,lVt c ıosc n ıo npply rlıı: 1l lngu<.; or f lugu c-Visby Ru les cn:ıc;ı
, ı r ııwıı couıırrv (f1 . " . . ~ 1
L1YSe:ı ı\t'l's of ı 924 :ıııd <J7 ). .ıı. cxıı ınp t· ın th<.,; UK rhc Carri;ıgc: nf ~ıooc ·
. wlııcb s ııys t hııı t lıc rmıns of th ı.: coıwı:n rıon. 11 1
1 1
111 upply tıs if rlı . , , . . .
ılıe ' C:) l\\: ı t: pan ol thc n ıt ' · 11 .. . . ,
Tlw timber inside these pnckagcs ccınnot be scen hy tlıc ı ııosrcr • iı ı~ tlı ere(ort' ını~orıonı
tlın r a
ı,ı)u gı.: s ıu wlıirh ıl . 1·1 ' ıo.ıı ,ı ~ıw. 1lı ı.: ron vl.'nı:ıoıı ırsdl sı: ts o ı ı
in ve"'-/ l) ro:ıd rerııı s ı lt: , \r.ı s ı ıy Hıılı.:s will a111ılv ı: on ıp ıı ı ı-orı· ı ~
agııt· or I lıı ı,.ı;ııt·- clear remark Is mndc on ılıc mote 's recclpr cıııd bil/ of /ııc/iı ıg ı/ırıc t/ı e ııııtrr pııckogıng ıs wııt,
1 1 \St
•. . , .
,ll c \O)•ll•t•~f · t ,ıınt rae ıııı , . 1-·• stolııed aııd domaged
I!. ' ıoın g sr:Hcs m wlı<.: rc rhc ıı

41

~ - 40
]
 • accepting rhe ob ligations, he is affofd e d some the convencion as a matter of their national law, but the scope of application
- 9 l 11 rurn for ehe s1ııp ow n e r
I • re . ecoanises ebat cargo can be los c Of damaged even in includes voyages not only from but also to ports in contracring states.
defences. T he co nvencıon r b . d ·ı · .
. h h shipowner has exe rcısed due ı ıgen ce to make hıs
cırcumsra nces w ere t e . , 1 (b) The Hamburg Rules provide a cargo claimanc with a greater number of
. h h e events beyond ehe s hıpown e r s contro occur, such as
shıp seawort y, or w er bl .h options as to where he can commence his action, even to ehe extent of
• blem wi th ehe cafao or some latent pro. em wıt the vessel
sonıe ın 1ıe re nt pro b , . . . .
overriding afbitration provisions.
w1
· ı he could not by ehe exercise of du e dılı ge nce ıdentıfy, Of due to penis of
ıı c 1
ehe sea beyond ehose whi ch the shipowner could have expected on t~e voyage (c) The period of responsibility is far greater then under the Hague/Hague
und ertaken. T here are many s pecifıc and general defences, ali of whıch afe Vısby regime and puts ehe carrier undef a liability throughout ehe time that
lis ted in Article 4 rule 2 in both ehe Hague and Hagu e-Vıs by Rules. he has ehe cargo, as distinct from the ' rackle to tackle ' responsibility which
is ehe basic provision in ehe Hague and Hague-Vısby Rules.
80. The conventions also recognise that even whefe the shipownef is liable, it is in
ehe interes rs of the erading community as a whole that the shipownef should, (d) Most importantly, ehe basis of liabilicy is that ehe carrier is presumed to be
unless he is compleeely reckless, be able to limit his ultimace liability to an amount at faule if ehe goods are damaged or lost, Of if there is detay in detivery. The
related co ehe quantity and value of the cargo being carried. To leave the shipownef carrier, to avoid liability, must then prove that he, his seıvants and his
wieh open ended liability could make shipowning and operating unviable. agents took ali measures which could reasonably be taken to avoid ehe
occurrence in question. The only exceprion to ehe presumed faule principle
81. Ali of ehe principles are embraced in ehe Hague and Hague-Vısby is where loss, damage or detay has been occasioned by fire and in these
convencions. Theif precise application is not straightforwafd and it is not the role circumstances ehe burden will lie upon ehe claimanc to show that the fire
of this guide co examine the complexicies which have arisen ouc of the drafting or ehe loss, damage or delay resulted from ehe carriers' faule .
and application of the conventions. Howevef, one very importanc point about the
Hague and Hagu e-Vısby Rules is that they impose on rhe shipowne f an obligation (e) Limics of liability are about 25% higher than under ehe Hague-Vısby Rules.
as to eh~ content of the bills of lading which afe to be issued when goods have (f) Liabilicy for detay is expressly imposed, and ehe cargo is deemed to be lost
beerı shıp~ed on b~ard its vessel, and chey stace what feliance can be placed if it is not delivered within 60 days of the appropriate time for d e livery.
upon that ınformacıon by ehe holder of the bili of lading. This particular aspect of
the Hague and Ha,?Je-Vısby Rules is perhaps ehe most important for the 84. it is worth stating that ehe Hamburg Rules have not yet had a wide impact
purposes of thıs guıde and it is dealt with specifıcally in paragraphs 11 8 - 124. and there is little sign of their displacing ehe Hague and H ague-Vısby Rules .
However, for the purposes of this guide it is worthwhile to note ehe informacion
The Hamburg Rules
which under the Hamburg Rules , ehe shipper is entitled to demand in a bili of
~-I · DeVı
2
spite th e widespread adopcion and understanding of ehe H ague and lading - see paragraph 125.
ague- ı s by Rules there has be · ·
trade as merch ' h h e~ a move, prıncıpally among countfİes which COGSA 1992
ancs rat er t an s hıpo ·
regime coınpul soril u on shi w~ers_, to ımpose a rathe r mofe onerous
85. Finally, mention should be made of ehe Carriage of Goods by Sea Ac t 1992 .
number of councrie: of po~ners. ~hıs has led to the adop tion by a
Despite İts name, this is nota close relative of the Carriage of Goods by Sea Acrs
T hese were devised in : ~on~t~~t~g ~egıme know~ as_the Hamburg Rules. 1924 and 1971 referred to earlier and which gave effect to ehe Hague and H ague-
s uffıci enc supporr to com , . c a tı~ns conventıon ın 1978 and had gained
e ın to ıorce .ın Hamb urg ın . 1992 . Th e tefms of the Vısby Rules fespeccively. The Carfiage of Goods by Sea Act 1992 (COGSA 92) is
Hamburg Rul es are set out •
• rı ın a ppendı x ı d h . not an act designed to give effect to an international convention ~ and it docs
ra tı ıed or adopted the . an t e countrıes wh ich have
m are set ouc ın appendix f not relate to the allocation of righcs and obligations between merchants and
83. The Hamb R . ca~fİers in carrying cargo. lts role is to identify who is ehe party who can legally
h urg ules attempt com 1 · ı
t e Hague or Hague-Vısby I R Ti pu _s on Y to exclude the application of ?rıng an action against (or 'sue') ehe shipowner under a bili of lading and rherefore
ser O · h u es. 1e m aın · f • ıs of relevance in determining who can demand delivery of the goods ~ .
ut ırı t e Hamburg Rul es . regıme o rıghts and obligations as
can essentıall y b d 'b
(aJ The irıtend d e esen ed as follows. 86. ~t is ~ot necessary to look into the intricacies of COGSA 92 for ehe purpose
their . e . scope of application of the H
applıcarıon stili depends amburg Rules is wide. The basis of
0
_f thıs guıde. Suffıce to say that COGSA 1992 does not try co link ehe pass ing of
upon concract· st . tıtle to sue with ehe ownership of ehe cargo, but simply says that ehe lawful
ıng ates havıng agreed to apply

42 43
 ıl ll•
' ı, ı d, ı ıl 11\ı 1I( il ,ı I l 'ıdıııı •• \ ,111 , 111 il ıı 1 1.111,ı • ıı , , ıl ı. ıı ı lı ı: lı ıı l ık r ı , 11111
,
, ı , ııııl ı ıı d ıı l l'ıııı dıı r ı l111111 ılı c· •ılııpıı ıv ıı t· ı 11nt uııh 111 t lı t• 1\-.ı y ı lı : ı ı lı l' ııı ı ıııı t,ıı ıı ~
1

ı •\\ lh 1 , , ! 1111 ı • 11 ,.1 1 ılı, ıı ılı ı lı,ıld,ı 111 11,1 ,ııı: ,ıı n l lıı ı l ıl ı lı ı._• p rıı~'C ı' ıl s lııı tl w
• • '
ili il i ııt tlıı tııı, (l \\th' I lh ılıı· , .11111 ıı ,l'ıııt\1 1 \_t'., ılı, · lııı l d t· ı ı ıl ıh ı._• lııll ııl' l ııd iıı~
ı ,, lıı, s lııp , ı ıııd iıı t lı ı_• 11111 urç ııf rlı t· l ıı, .., 111 ~· ~•, lı t• ııı Hk ı ı nl- ı• ~ . lı ı n ı ıl ~ ı ı ııı 1: hı.:
11 1. ııııı t· ı ı ıı w lı ıd ı lı (• l'ııııılıı v t .., lııııı ~ç:- lf \ I ıt lı ı ı:gn ıd l ıı ı l ı t• , ~s ı ı ı: ıı l lıı ll ,, ı ıl' ltıd in g
1 h, I" '"' 11 1, 1 ıılıı ıııı ılı, 111 ,ısıı ı ,lııııılıl dı ll\ ı' ı ılı ı._ ı·. ı ı r.o , , mt· \\lıı· ı ı: ılı c ı\• ıı ı t•
, ı
, ııııl lıı , l ' ıııııplı u ıı n · " ı ı l ı ıı lılı ıı.ıı ı ıı m ıııııkı ılı u ı lı i l l ııl l ı ıdııı ~.
,ıı,j >lllll\l\\\l\llll\'1.1 1\n ' 'llılı.ı , ılııı,,• ıl ı · ,ııılıı· , 111 1 p, ıı.ıı~ı . q ı l ı 1 , ~ -

'.', ' \ , .ı lııı,ıl ı ıınıp l ıuı \ 11\ll , ( '( )l ı 'İ \ ı -ııı

I
ılıın { , ı kı._• l lıı: ıı p pı ı ı l \il ı i l \ ur
1
10 Sıı l 'ı ıı :ı s ı lıl· ııı ı ı s ı ç ı ı , r ııııt' l· ı ıı ç d , ı lı ı ~ ~ ı ıı ııd ıtııl ıı f' rııııdııı ı ı ~ l u iıl dnw ıı l ı \
ılt l' l'& I l' lııl ı 111 ılı c fl& I ııı k .~ ı · ııı ı ı ıı ııı c.· d ı ı ı ılı e fl& I nıl t· lıı ıı ı k w lıı dı w ıll
H ıtı« fiil '( , ııı ,ıld ıı ııoın ,ıh ııı l· ııµJ,,lı , · , ı ,ı· l:t\\ , ( :t ) l ,S \ 1 Jıl .! ııı ı" ,ııppkın t• ın ıı
1

ıı fü , ıll\ l ll· ı, .~ ıı l· ıl ı ııııııı ıı ll v .ıııd ıık ı ıll v lıt· 11 11 lıııı ıı·d dı ~• q• ı, ıı d ' l\, pi ı:ııl r ull' ı.
ı l ı\· , 1 ()\1,ıuıh 111 ıl K
1 C , ıııı ı :;,· ııl ( ;ııulh ıı, S,-. ı \u , l 11.! •I- .ı ıı ıl 1'1 7 1 i ıı oıı c
\\ııtıld ~u , .,, tiı llıııı , ,
~~•,pu \, llı1111~h ,lı.ıt \\ lı~ıı .ı lııll ııl l.ıılııı ~: ,ı . ıı c, ılı . ıı ~~Olld ıı l ınw lı~•ı• ıı n · n · i , ı· d
,,ıı lııı.ı ı,1 , ih\ ,hqı;mııı..ı ı, 1111\\ pın,· ıııı·ıl tn ı ı 1 1 1 11 n t ) t'ı ıı ııı ı km ı ıı ~ tlı ı ıı ( ı ı ) T lı . ıı , :ı , ııı ıl ıe ı, ~ ııı · (l l'lıill ~ ırt' l ı ıdiıı ı~, ti , lıipowıı n ııı ıı y ıı ıı ı lıt· t· ıır i ı l n l ıo
,t ıı ,•mı 111 . ", ı ıı dııı\ı/ lı ııı ı ,ıd ılıt · ~:ııııd , ıı ı' I\ ' 11, n ,hı ppn l ıın hıı, ıı d. 'l'lı r c ı ı w pıııt l· n iıı ıı f'ıoııı lıı ~ fl& I du lı 111 t' İ ı l' tırıı ~ ı ,ıı wc ~ w lı c ı'C' lıill ı. ıı f' I J d i ı ı p, , ırı:
il\\ ıı~ rı'l~ ( \ )(,\ \ ı) ' ,tJıı d ılı, ıı ,l ıı ı. ı,ıı· ı lı . ıd " " . ,ııılı ıı ıil\ 1\1 , ı gn ll lı ill ol' l\~ ll t'I I lı, lı iıı ı \\ lı ırlı

lıtılu1µ, h11 ı .u ı~u \\ lıh lı h ,ıd ııııt l wı: ıı pııı 111 1 laı, ıııl l 'lw ,ll 'l 110\\ : ı dopı ~ ı lı c dıı 11(11 , lı ı ll\ ıl ı c rıııı l' l' I d ı tl l'
ı,,,ııı. , ıh,ı ı il ,ı p, ' bı•ıı l ıu,, .ı lııil nl l , ıdııı n ,,lıı dı , h, ,ı , , ı: ı,· ıı u ıuıl' , .-ı uys ılı m do 111 11 lllll [ll 11) il li :ıt· n ı r:ı ı c d <..' 1- l' l'ip ı io ıı ıır ıl w l 'll 1/1,0 Ol i ı ~ qıı : ıııtıı: y ııı
.~11,111' lı.ı,ı• h,·ı.n ,lı q 1 1,ııl. ılı ı._• rı lw ı, ı.· ıııııkıl ııı ıı· h Ptı ılı . ıı -ı t:ı t c ı ıu.: ııı ııml t ı ı \ ' lliid ı tııııı
, ıır ılı~ ,lı qıcı,\ıı ı: ı ıı ılı, gıııııt.. \ l ıı 111' ı- d ' dıı 11111 . ıııı"s' ~
(lı) T lı . ıı , a, ı o tl ı c ı, ıı vaıw , ılı l' ~ lı i pıı w ıı L' i' ııı ; ı y 11111 lıı.• ı.: ııı irk:d t !J prııl cl: cİ ı ı ıı
/'/ıı • slı İfıatJ:•ııı • ı • 's iıı s ıı nı ıın • f'ıııııı lıı , l'& I l'i ııl , il'
H)\ il Llı c , lıı pım n c- ı
lt ı.-ı ı: ı,rs uı ı:;o nn I ı p ı r d hı,
ılt l' l l' ı s a d ı: ı ı.ı ııı ııı 1'111 111 ı lı c c ııııı ı : ı ı.: ı.uııl vo yıt /'ıl'

,hıp . n ııd dm., ıı ıı ı ııı cıc ı lı ı ~ ı.:.ıı gıı ı s nı m c d 1111 d ı:l' k i ıı l' İrl'l ıııı ıı t tı n ı.:cs w lı c: rc : ııı tc·xprcs, r ı g lıı t ıı rn rry
h.t:ı h. rıblı .ı,, l ll oıı, ol ı.,ıı ı, ııı ıı tlı l' L':11'/a,\O oıı dcck lı as 1101 lıcL' II n~~rcc d lıc rwcı: ıı l'l ıı· :-. lı ipuw ıı c r u ııd ı lı c
n ı rµ,o mı ıı c r
ıh , ıı l\11 1:ıı ı ıı il \ dı· , 1111,ıı İtı ıı
,:ırı:ı , ,111(1 l lıu ı.: dı lıı ı• ı ı ı ıı•
l' : t rri.ı µ.c: i, 1111 r L· ıııı s lı: sıı pı'ol l'l' I.İVl' 111 ılı c s lıipmv ıı c r ılı u ıı th l' l l aguc ıır
• l l u ı.". ıı ı.: -Vi ~ lı y Hu ll' ıı ( ıııı lc ı. s ılı l' l l a ııılı urg Hııl c s lı : ı vc :ı ppl i ı.: d ıı ıı uvı ı id a lıl y l ıv
ıı ıı ı tlıl" ı ı ı;lıu\ı l ı ı.: ı•r n ı: ı .
opc: r:ırıu ıı s of' l:ıw ) .
ı lı c- n ı lıı.' \h tjl\l\\ ııı · ı cı ıı
c,1 11 ' 1' ( ı, ı l~tl ı.' ı l " ııı ı ~ tırıın ld 'l'h u ı , us rıı ılı c rnıııplı.:ıi oıı ol'rlı c voy:ıµ;ı.: , r lı ı: slı ipow ıı c r ıı nıy ııoL l,c
dt~\ ~. ıı ;.;ıı il\\ ıı r ı lo ı ln\\, rn ı irkd ıo prnı cı.: c.ioıı f'rıırıı his P& l ı.:lu l> il'
d :111\Jgı•. nı \\l ı1ıı~rııl d clı\l'f) ,
t lı ı.; rnrgıı is d c l i vı.: n: d aı rh c wro ıı g di :-ı dı tırgc p o ı ı
l o ıılı ı :ıııı ~ıJıııt• prıı ı ı t ıİıııı
ılı c ı.: urµ,o is d c l i vc rı.: d rn u p c rsıııı w h cı lı ıı s ııııt lıcc n : ılılc ccı ı ınıdu ı -c ı ıı ıc c,r
in ıı• ,pc\ r rıl' ,ı w~ı•
llı c ori~iııul l,ill s ol' lad inµ,
lı.ılıılıı ıı·~. ı lı ı• ~lıı pıııı ,w, uıH kr u wuy!Jill or 11 011 - ıı cµ;ı Hİ:ı lı k bili , d ı.: li wry lı a s bt:c ıı gi vc ıı to ~c ıııı ı· oı ı e
ıı ıll ,ıı ıı ıngı• l\\ l ! pııırl'ı ııı ııı
cıtlı c r t huıı rh ı; p c rs oıı n ,ıın c d iıı t lı ııt doc uııı c nı m, tlı c p c rs ıı n tcı w h oı n
,ı nd iıı d l' ınıı İ ı ), ) i ıı ~ı ıı , ııı l't' ~ıı
dc livc ry s lı<Hıld lıı.: nıad c .
ı lı . ıı i t' ltL' p, t }ıı I lıe,,ı•
lı. ıhl l i rı n , ıl lL' l'& I in :ıdditioıı to c lı c rıık: :; , r lı e P& I dub wi ll also iss uc rcg uhı r ı.: i rı.· lı l ars w lı idı
ll \\ ı )ı•i ,ııınn {l'llı1 ıııı tı ııly arc di srri lıu tı.;d to ııll m c ın l>e rs .ıııd w lıi dı nwy con rnin g ııi<..l u ı ıc-ı.: !J l l r lı c i ~~ ı ı c of'
kııı ıı" ı :" ,ı ' P& 1 ılıılı ' ) ,, ill lıill s ol' hıdiıı g.
ı ı.: ııııl ı uı ~e l ı ıı ıı ,
<J 1. E.ıdı ol' tlı c poiııı s ın:ıc.k: lıy rh c rulcs is, of' coursı.:, uf rlıı: ı ı ı ııHM
iN, 1lm, ewr, ılır 1'&1 • inıportıııı cc.: liır r lıı.: maste r ro und c n, u:ı nd, Tlı ı.: nı fı.;s ı:l c:ırl y rı.: 1-lr.:ı.: ı tl ı t: lı.:g.ıl :.ı ı ı J
ı lıılııı \1-J ll Ç\ llt'i ı· •1 l 'l' l l ,11 il ~~rtlbtJarcl <.cıtt.oııs C(/n be easlfy drıma11cd ır wec · any şuclı <..:ıınım l.: rt: i nl cx pct nırinn s of dw scllcrs and b ı ı yc r~ ıı f' t lı c µ,ooıh a~ ı b, ı.: ri l K: d in
' di f" muı;ı 6r cleorly re<orded at tJıe Ume o( loadlng and
11 10
ııott' uıı Clı <! , •
nacı, f rrc.clpts aııd b/1/s of todlng

45
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 . h· · ·de T he P&:l d ub rules do no t impose on the
. .- · ı ·110 ch;1prcrs ın r ı ~ guı . 95 . in praccical rerms İt is pe rhaps use ful for the maste r at rhis e-a.rly scage to
:nE ,ol m~ı . = ,. . h'no: which is nar :ılre-Jdy rhere . T hey do. however,
. nmc-rcu l crans1c uon :ınyt ı <c- • • • cons ider ,,·hat informarion he may be able to collect and from ,,,..hat sources.
c(lı . d tl _ ın · · heir terms rhe ımponance :.md rele, ance of the
·' a.d..- ıllus n:ne .ın re t'"l c t . . (See paragraphs 16 1 - 1 7S). The mas te r is not expected to have an expen: eye
ı.: ,e; · · h h. . ·d.,. ·. ded ic:ı c ed . T heY should rherefore always be m the
İ 5S llti :o wh ıc r ,~ guı '" ı :, · . , . or ro cali for any sciernific analysis whe n observing the condirion of cargo
: . , h , tt'r·, mind. frorn ı: he momenı: rh:ıt he make.:; p re paratıon to coming onboard. in parricular ehe master is nor expecce d to make any
w rı::rrı.m r o, [ e m.rs - . .. , .
. .
.,. _
rceeıh. l :ırgü ar t
he lood in~ ~
port unı:il he h::ıs deli\ e red rhe ca.rgo and rhe bıll of obserYation as to ehe qualiry of cafgo coming on board . So. fo r exam ple . he is
btling wE- fülfi lled irs purpose . not irneres ted in enquiring or ascertaining whe rhe r the cargo is, for ex.ample,
number Z or number 3 com. or low or high sulphur fuel oil. He will be
expecce d. howe,·er. ro apply common sense and act as a reasonably care ful and
SIGNlNG THE BILL OF LADING obserrnrn masce r in ide nrifying defects in ehe condition of ehe cargo; fo r
92. }n rhis senion ehe leg:ıl principles underl:i.ng ehe pracrical gu idance given example ı:he presence of forei gn conraminams. ware r. mould. inse cts,
in ,he . ~ ~ .?'~ seccion are exphined. discoloracion or smell. and broken packaging and in accuracely recordin g t hose
defeccs on the bili of lading ~ . In orde r to pur rhe info rmarion aYailable to
% . The q,t.oestions esarninetl in more detail in ı:he follo"i.ng pages include the him in cornex.r İ t is useful fi rs c to consider the issues char may afise a t rhe
foilom;,.g. time of signing rhe bili of lading.
.\ll5t thcre be a bili oflad io.g ? Does tlıe master h.av e to issue a bil! of lading?
• \Yl-ı0 p...rep-.:rres ir: 96. \Yhen goods are shippe d chere will usually be a bili of lad ing. If none is
.\ lıısı ı:he 11nstcr s.ign :ıny form of bili of Jading p reserned co him? tende fed to the rnasce r for signacure and no !e n er of aurhorit':· has bee n gi,·en
• Wno- e!se ean sigı:ı: by him, he should enquire whar arrangeme nrs are being made for t he issue of
Csrı ilie m.ıs::cr or bil1 of h ding holder correcr m isrnkes? bills of lading.
Wb:ıı: inıo:rn:mion musr ıhe bili of hding romain?
\\lm rennirıology should be used m de-scribe tlıe cafgo?
97. The shipper of the goods ,,·ili. \\·he n ehe goods ha,·e be en shipped, require
ehe issue of a bili of lading. usually fo llowi ng t he issue ofa mace ·s rece ipr . .-\ı:
Docs dı.is m minology mah.--e dıe bili of lading ·undean' Of 'claused'?
common law there is probably no obligation on ehe mas te r to issue a bil! of
• \\lıaT if dte shipper refuses ' und ean' Of ·c1aused· bills of lading?
,-\re 1.erreıs of im:le ınn.i [\· a solucion? lading conı:aining any pa.rricular in fo rnıa tion . or indeed to issue any bili of ladi ng
at ali ~ -
füı.3, i.s dıe signific-<IB~ of ı:he d:ıre of issue?
• Wi-.al is rhe significanre of tlıe. place of is.sı.ıe? 98. However, rhere a.re usualJ-y ,·e ı:-· s crong practical re-asons \Yhy ehe master
will "i.sh to issue a bili of lading. lt is use-ful fo r him to ha,·e a docurnent which
· Looding cıngo \\ill almos.r inentabh· Jead m rhe issue ofa bili of ladin 0 .
94
\vi.ll indicare to whom defü·eı:-· is to be giYe n ar t he discharge porr, and which
Tur bili of hrling \\ili be drawn up by ilie shippers. Ir will conrnin facts "~hich
rne m~--ıer· b,·. h.is -· -ili be rre-.ated as represemed b...- him ro be records the apparenı: orde r and condi cion of ehe goods when rhey were shipped
:.ıgrumue. \"\ '
rom:cr. Thar represencırion \\ili be , · on board. in some counrries the ship may not be pe rmitted to sa il um il a bili oi
. seen nor on!...- b...- ehe shipper who should lading has bee n issue d or, ar leasc, authori P:· has been gi,·e n in \Hiti ng to ehe
De "e11aw:1re of th · · '
.• r._ b·· , 1. e rrue n:uure and quamity of rhe carg:o shipped ~ ' but ship's agenr to sign bills of lading on rhe masrer's behalf. l n add iıion ro rhose
.uxı ' uıe u n mare bı.ıYer of th -:\.. . ~
· . e <::argo\\ uo wıll re h- ver.· beavily on ehe pracrical reasons fo r signing and issuing a bili of lading, rhe H:ıgue. H:=ıgue-\~sby
~ r.:ıtemems. of facrs conmined in eh . . : . .
r.hem m· pun iaa his . e bıll a~d ehe rnas rer s apparem adopnon of and Han1burg Rules re qui re a mas te r, if called upon ro do so by rhe shipper (or
. ""
repre-semacions an: ~ -...ı . • •
stgnarure or tbac of hi th .
s aı.ı onsed agenr. ro rhe bill.
These chanerer),' to issue a bill of ladino specifıc t\-nt'S
t, conrai nino
Q ~t-' --- of infom1ation. Thi s
ıı uue ın pan ın rhe ca . . f ~'- . . .
l ehe docripcion quanri rv d . . pacı~ o uıe bıl l of ladıngas a receıpr is looked a t in more d e tail in paragraph 11 8 - 123 (with re g:ırd to t.he H ague.
_. · ' • an condmon of rhe good ) d · · · Hague-Vi.sby and H amburg Rules) and 102 - 108 (\\irh reg:ırd to ch::ırre rp:mie-s ) .
l::lpac-w_.· :ıs 3. conı::racr of carria e . _ _ s an ın pan ın ıts
dısch:uge porı:) and in . '? (rhaı ~he goods ,,111 be carried ro the named
J-Ji1ıo prepares tlı e b-ill of ladi ııg ?
·11 p:ın ın ıcs capacıry a d ___ ..ı ...
\\ı be d-elin:-red rn the hold f . ı. . · sa oc-umeo t of ritle (that ehe guuu5 99. The bili of lad in g will usually be prepa.red (bur not signed ) by [he shipper. or
er o u ıe bıll of ladirıg) .
his agem , or fo rwarding age nt. it will r:ırely be prepared by rhe shipowner or t he

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