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Journal articles on the topic 'Carriage of goods by sea'

Author: Grafiati

Published: 4 June 2021

Last updated: 25 July 2025

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1

Naboush, Eman. "The Carrier’s Liability for Delay under UAE Maritime Law: A Comparative Study." Arab Law Quarterly 34, no. 3 (2020): 290–311. http://dx.doi.org/10.1163/15730255-14030068.

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Abstract The carriage of goods by sea plays a vital role in the United Arab Emirates (UAE) economy as its several seaports are strategically located at the crossroads of the Middle East/southwest Asian region. Therefore, knowledge of the legal rules governing the carriage of goods by sea, as they are applied in the UAE, is important. This study focuses particularly on those rules relating to the carrier’s liability for delay in the delivery of goods by sea to their port of destination. Since in most cases of delay no physical loss of goods incurs, economic loss is a prominent aspect of delay c

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2

Kim, Young-Ju. "6A Review of Practical and Legal Issues in the Scope and Regulations of Maritime Carriage and Inland Waterways Transport under the Korean Commercial Code." Korean Academy Of International Commerce 37, no. 3 (2022): 137–62. http://dx.doi.org/10.18104/kaic.2022.37.3.137.

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Purpose : This study analyzed the issues in the scope of carriage by sea and carriage by inland waterways under the Korean Commercial Code. Research design, data and methodology : Article 125 of the Korean Commercial Code says that the term carrier means a person who engages in the business of carrying goods or passengers by land or on lakes and rivers, and in ports and bays. This paper studied Article 125 and the Articles of the Code concerning the carriage of goods by sea. Results : Comparative analysis of some issues in the scope and application of carriage by sea or carriage by inland wate

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3

Gold, Edgar. "The carriage of dangerous goods by sea." Marine Policy 11, no. 3 (1987): 246. http://dx.doi.org/10.1016/0308-597x(87)90065-0.

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4

MARKALOVA, N. G. "PROBLEMS RELATED TO THE CONTRACT OF CARRIAGE OF GOODS BY SEA." Civil Law Review 20, no. 6 (2021): 18–29. http://dx.doi.org/10.24031/1992-2043-2020-20-6-18-29.

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This article is dedicated to the memory of Doctor of Law, professor Makovskiy A.L. under whose guidance the author prepared her thesis for Ph.D in Law. The author recollects years of work in the Division of international private, Soviet and foreign maritime law of the institute “Soyuzmorniiproekt”, which was governed by A.L. Makovskiy and outlines the achievements of Alexander Lvovich in the area of maritime law. The article addresses issues regarding the notion of a contract of carriage of cargo by sea, which up to the present moment give rise to discussions in legal community. Distinctive fe

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Firaddin Mammadzada, Sabuna. "DESTRUCTION OF CARGO AS ONE OF THE TYPES OF IMPOSSIBILITY OF PERFORMANCE OF THE CONTRACT OF CARRIAGE OF GOODS BY SEA." SCIENTIFIC WORK 53, no. 04 (2020): 94–97. http://dx.doi.org/10.36719/aem/2007-2020/53/94-97.

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6

Bradgate, Robert, and Fidelma White. "The Carriage of Goods by Sea Act 1992." Modern Law Review 56, no. 2 (1993): 188–207. http://dx.doi.org/10.1111/j.1468-2230.1993.tb00955.x.

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7

Kim, Young-Ju. "A Study on the Shipper’s Duty to Inform of Dangerous Cargo under Carriage of Goods by Sea." Korea Association for International Commerce and Information 24, no. 3 (2022): 151–74. http://dx.doi.org/10.15798/kaici.2022.24.3.151.

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To ship dangerous goods, the shipper is required to prepare a form certifying that the cargo has been packed, labeled and declared according with the IMDGC or SOLAS. But the carriage of dangerous goods raises two main problems: the responsibility of the carrier for loss of the dangerous cargo itself; and the responsibility of the shipper to the ship and the carrier for damage caused by the dangerous goods. In order to determine the foregoing responsibilities one must ascertain in each case whether the carrier and the shipper knew or should have known of the dangerous nature of the cargo.

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8

Firaddin Mammadzada, Sabuna. "BREACH OF CONTRACT AS ONE OF THE GROUNDS FOR TERMINATION OF THE CONTRACT OF CARRIAGE OF GOODS BY SEA." SCIENTIFIC WORK 54, no. 05 (2020): 91–94. http://dx.doi.org/10.36719/aem/2007-2020/54/91-94.

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9

Fattal, Raghid Abdul-Hamid. "Le concept du contrat du transport maritime de marchandises et les Conventions qui le rglementent." مجلة الحقوق 41, no. 3 (2024): 1–34. http://dx.doi.org/10.34120/jol.v41i3.3235.

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Somalian Piracy constitutes one of the main threats not only to internAlthough the contract of carriage sometimes looks similar to other contracts such as the contract of affreightment and tonnage contract, the legal system that governs it is different. Several Conventions, Protocols or International Rules regulate the carriage of goods. We can mention the American Harter Act, the International Convention for the Unification of Certain Rules Relating to Bills of Lading signed at Brussels on 25 August 1924 (The Hague Rules), the Protocol to Amend the International Convention for the Unification

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10

김선옥. "Liability for the Carriage of Dangerous Goods by Sea." Journal of Shipping and Logistics ll, no. 59 (2008): 49–75. http://dx.doi.org/10.37059/tjosal.2008..59.49.

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11

Myburgh, Paul. "Uniformity or Unilateralism in the Law of Carriage of Goods by Sea?" Victoria University of Wellington Law Review 31, no. 2 (2000): 355. http://dx.doi.org/10.26686/vuwlr.v31i2.5953.

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The ideal of international uniformity has always been regarded as particularly important to maritime law. However, over the past decade or so, the uniformity of the law of international carriage of goods by sea has increasingly been undermined by the unilateral adoption by maritime jurisdictions of "hybrid carriage regimes" which depart from the established international uniform rules.In this article Paul Myburgh argues that this trend towards adoption of divergent carriage regimes is highly problematic, not merely because of their detrimental effects on international uniformity and the cohere

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12

Llorente Gómez de Segura, Carlos. "Jonatan Echebarría Fernández. Jurisdiction and arbitration agreements in contracts for the carriage of goods by sea. Limitations on party autonomy." CUADERNOS DE DERECHO TRANSNACIONAL 13, no. 2 (2021): 1130–34. http://dx.doi.org/10.20318/cdt.2021.6325.

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Este artículo reseña: Jonatan Echebarría Fernández. Jurisdiction and arbitration agreements in contracts for the carriage of goods by sea. Limitations on party autonomy. Informa Law from Routledge, Oxon 2021, 194 pp.

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13

Gutsulyak, Vasiliy N. "The Types of the Charter-Parties in International Commercial Shipping." Proceedings of the Institute of State and Law of the RAS 14, no. 4 (2019): 108–30. http://dx.doi.org/10.35427/2073-4522-2019-14-4-gutsulyak.

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One of the most important tools for the use of sea and river vessels for the carriage of goods is a contract of affreightment (charter party). Under the terms of the charter-party, one party (the shipowner) transfers the vessel or part of its premises to the other party (the charterer) for the established remuneration (the freight).Despite the fact that charter-parties have long been used in the practice of shipping, however, today both in doctrine and in practice there is no unified approach to their classification and understanding of their legal nature.According to the author, at present al

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14

Markalova, N. G. "Impact of the Rotterdam Rules on the Legislation on Electronic Bill of Lading." Moscow Journal of International Law, no. 2 (July 25, 2024): 79–91. http://dx.doi.org/10.24833/0869-0049-2024-2-79-91.

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INTRODUCTION. International uniﬁcation of rules governing carriage of goods by sea has been of high importance. Historical, economic and political background as well as diﬀerent approaches to adoption, ratiﬁcation and entry into force of international legal acts impede harmonization of national laws. However, in spite of all these diﬃculties carriage of goods by sea is subject to international lawmaking which has a huge impact on the development of commercial intercourse and commercial transactions. Today the market of goods and services requires business to use the advantages of digital econo

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Paramita, Kartika. "Tort Claim under the Ship Time Charter: The Perspective of Indonesian Law." Fiat Justisia: Jurnal Ilmu Hukum 15, no. 3 (2021): 233–54. http://dx.doi.org/10.25041/fiatjustisia.v15no3.2089.

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During a cargo carriage by sea under the time charter scheme, there can be a situation where the Ship-owner of the vessel does not have a contractual relationship with the cargo owner. This situation could happen when the charterer becomes the contractual carrier under the bill of lading instead of the Ship-owner. In that given scenario, if cargo damage occurs, the cargo owner can submit a tort claim against the Ship-owner. Indonesia never ratifies an international convention in the field of carriage of goods by sea. Suppose the given scenario happens without the incorporation of the Charter p

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16

Todd, P. "Carriage of Goods by Sea by Professor John F. Wilson." Arbitration International 5, no. 2 (1989): 210–13. http://dx.doi.org/10.1093/arbitration/5.2.210.

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17

Dockray, Martin. "Cases and Materials on the Carriage of Goods by Sea." Arab Law Quarterly 3, no. 4 (1988): 385. http://dx.doi.org/10.2307/3381713.

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18

Mandić, Nikola, and Vesna Skorupan Wolf. "Maritime Performing Party under the Rotterdam Rules 2009." Transactions on Maritime Science 4, no. 2 (2015): 132–39. http://dx.doi.org/10.7225/toms.v04.n02.005.

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This paper explores the provisions of the Rotterdam Rules 2009 relating to the performing party in general and the maritime performing party in particular. Performing party means a person who performs or undertakes to perform any of the carrier’s obligations under a contract of carriage with respect to the receipt, loading, handling, stowage, carriage, keeping, care, unloading or delivery of the goods, to the extent that such person acts, either directly or indirectly, at the carrier’s request or under the carrier’s supervision or control. Maritime performing party means a performing party who

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19

Nicopulos, Maria. "Air transport of dangerous goods." Transportation Overview - Przeglad Komunikacyjny 2016, no. 3 (2016): 1–6. http://dx.doi.org/10.35117/a_eng_16_03_01.

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The article describes the system of creating legal regulations concerning the rules and conditions relating to the carriage of dangerous goods in various fields of transport: by air, sea, land (road, rail, inland waterways). The first and the second parts show the development system of the regulations. The third part is dedicated to the general principles of air transport of hazardous materials in accordance with the IATA DGR e.g.: classification, training, packaging, labeling, documentation and other duties of the participants. The fourth part describes the differences in the requirements in

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20

Hooker, W. S. "Harmonizing the Economic Regulation of the Carriage of Goods by Sea." Uniform Law Review - Revue de droit uniforme 8, no. 1-2 (2003): 281–88. http://dx.doi.org/10.1093/ulr/8.1-2.281.

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21

Lee,Eun-Sup and 신학승. "Deviation Doctrine in Anglo-American Carriage of Goods by Sea Act." Journal of Shipping and Logistics 52, no. ll (2007): 41–62. http://dx.doi.org/10.37059/tjosal.2007.52..41.

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22

Andrew, Febren, Purwanto, and Febri Noor Hediati. "The Position of Bills Of Lading in The Carriage of Goods at Sea." Jurnal Independent 12, no. 1 (2024): 23–36. https://doi.org/10.30736/ji.v12i1.284.

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ABSTRACT Legal rules for the transport of goods on an international scale are contained in three international conventions, namely The,Hague-Visby,Rules,1968, The Hamburg Rules 1978, and The,Rotterdam,Rules 2008. Meanwhile, on a national scale, they are regulated in the Criminal Code. In the activity of transporting documents used is a bill of lading or bill of lading. The bill of lading document used as the basis of this research is the bill of lading owned by PT. SPIL. The purpose of this study is of course to analyze documents for transporting goods such as bills of lading and explain the i

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23

Kim, Young-Ju. "A Study on Expansion of the Himalaya Clause to the Independent Contractors: Based on the Cases in the United States." Korea International Trade Research Institute 18, no. 4 (2022): 247–62. http://dx.doi.org/10.16980/jitc.18.4.202208.247.

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Purpose - The purpose of this paper is to review the doctrine of privity of contracts under common law and to analyze some issues of Himalaya Clause cases under carriage of goods by sea in United States. Design/Methodology/Approach - This paper studies scopes, application, and requirements of the Himalaya Clause by analyzing cases in the United States, such as Robert C. Herd & Co., Inc., v. Krawill Machinery Corp., 359 U.S. 297 (1959), and Norfolk Southern Railway Co. v. James N. Kirby, Pty. Ltd., 125 S.Ct. 385 (2004). Findings - This paper confirms that contracts for the carri

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24

Dimitrakiev, D., S. Dimitrakieva, Ch. Atanasova, and O. Kostadinov. "ALLOCATION OF SEA AND RIVER CARRIERS' RESPONSIBILITY FOR THE CARRIAGE AND THE CARGO; IDENTIFICATION OF THE CARRIER UNDER CHARTER PARTY AND THE CARRIER UNDER BILL OF LADING; CARRIER UNDER CHAIN OF CHARTER PARTIES FOR HIRE OF VESSEL AND CARRIAGE OF GOODS BY SEA; CARRIERS AND SUBCARRIERS IN INTERMODAL LINER SERVICES." Scientific heritage, no. 111 (April 24, 2023): 3–7. https://doi.org/10.5281/zenodo.7857817.

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An important issue in the theory of private maritime law is the identification of maritime carriers. The issue of identification of carriers in water transport is complicated from a legal point of view. Complications on the issue arise from the responsibilities of carriers, which can be divided into 2 categories: responsibilities for performance of the transportation and responsibilities for the cargo. Thanks to the development of good commercial practices in shipping industry, maritime contractors who are not de facto shipowners can legally engage in the transport of goods as carriers. This i

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25

MAMCHUR, L. V., and О. О. TKACH. "NEW VERSIONS OF CONSIGNMENT IN THE INTERNATIONAL CARRIAGE OF GOODS BY SEA." Scientific Journal of Public and Private Law 1, no. 4 (2019): 128–34. http://dx.doi.org/10.32844/2618-1258.2019.4-1.21.

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26

Kostadinov, O.D. "SOME LEGAL ASPECTS OF ENGLIS H LAW PERTAIN TO THE ESTABLISHMENT OF CONTRACTS FOR LINER SHIPPING CARRIAGES BY SEA." Deutsche internationale Zeitschrift für zeitgenössische Wissenschaft 77 (April 3, 2024): 17–19. https://doi.org/10.5281/zenodo.10912272.

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The most characteristic feature and difference between contractual relations in liner shipping and tramp shipping, as well as other contracts for the provision of maritime transport services, is the formation of contractual relations in liner shipping. In liner shipping, the negotiation of the terms of carriage and the actual formation of the contract of carriage take place in two stages. In the first stage, the carrier makes an offer for transportation, which includes the general conditions of transportation and the freight, which is according to the tariff. These conditio

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27

Ayin, Kurratul. "The Viability of the Term “Seaworthiness” Under the Hague-Visby Rules and the Carriage of Goods by Sea Act 1971." International Journal of Research and Innovation in Social Science VII, no. IX (2023): 2144–57. http://dx.doi.org/10.47772/ijriss.2023.71075.

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In the 20th century, there has different kind of difficulties regarding sea carriage between the shipper and the ship owner. To reduce such complexities the International Law Association has implemented ‘The Hague Rules 1921’ which helps to govern the rights and liabilities of shippers and ship-owners. However, British Parliament passed the Merchant Shipping Act 1894 in favor of crew and passengers. Seaworthiness is a principle used since the twelve century when it was a moral obligation of a ship owner to provide seaworthy ships to secure the carriage. In 1893 the U.S.A. enacted the Harter Ac

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sun-ok kim. "A Review on Liability in Tort of Sea Carrier under Carriage Contract of Goods by Sea." KOREA INTERNATIONAL COMMERCIAL REVIEW 29, no. 4 (2014): 53–68. http://dx.doi.org/10.18104/kaic.29.4.201412.53.

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İlham qızı Cəfərova, Aytac. "The concept and basis of responsibility in international cargo transportation by sea." SCIENTIFIC WORK 67, no. 06 (2021): 85–90. http://dx.doi.org/10.36719/2663-4619/67/85-90.

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The article examines the concept and basis of responsibility in international sea freight. The relations arising in international cargo transportation by sea have a direct impact on the subject area of the institution of responsibility in this area. First of all (prima facie), the carrier and the consignor have mutual rights and obligations. However, the legal relationship between the consignee and the consignor also affects the legal relationship with the carrier, and the carrier acts as the main subject of the relevant liability. Accompanying the guilty and innocent carrier in international

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Mykyta, I. "UNIVERSAL AND REGIONAL UNIFICATION IN AREA OF INTERNATIONAL CARRIAGE OF GOODS BY SEA." Private Law and Business, no. 18 (2018): 198–205. http://dx.doi.org/10.32849/2409-9201.2018.18.44.

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31

Wang, Bin, and Tao Yang. "An Integer Programming Optimization Model of Container Shipping of Sea-Carriage." Applied Mechanics and Materials 220-223 (November 2012): 2678–83. http://dx.doi.org/10.4028/www.scientific.net/amm.220-223.2678.

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The paper dose research about the optimization of container shipping of sea –carriage for meeting the goods transport requirement by use of integer programming. Both laden and empty containers are combined into a system. In particular, the effect of special laden container shipping capacity on the shipping plan is investigated. In the model, the objective function is to maximize the total profit of container shipping. The profit caused by laden container shipping minus the cost caused by both laden and empty container shipping equal to the total profit. The constraints to the model include mee

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32

Echebarría Fernández, Jonatan. "Jurisdiction and applicable law to contracts for the sale of goods and the provision of services including the carriage of goods by sea and other means of transport in the European Union = Jurisdicción y derecho aplicable a los contratos de compraventa de mercaderías y de prestación de servicios incluyendo el transporte de mercancías por vía marítima y otros medios de transporte en la Unión Europea." CUADERNOS DE DERECHO TRANSNACIONAL 11, no. 2 (2019): 58. http://dx.doi.org/10.20318/cdt.2019.4950.

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Abstract: The article analyses the jurisdiction and applicable law to contracts for the sale of godos and the provision of services in the European Union. It particularly focuses on contracts that subsume different categories of contracts, such as the carriage of goods by sea, in a contract for the sale of godos and the provision of services. The European Union law and the interpretation provided by the Court of Justice of the European Union shed light into the place of performance of the contract in order to set jurisdiction for national courts. This is explained through the current legal fra

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Adams, John N., and Roger Brownsword. "Privity and the concept of a network contract." Legal Studies 10, no. 1 (1990): 12–37. http://dx.doi.org/10.1111/j.1748-121x.1990.tb00027.x.

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‘English law, having committed itself to a rather technical and schematic doctrine of contract, in application takes a practical approach, often at the cost of forcing the facts to fit uneasily into the marked slots of offer, acceptance and consideration. Although the context of these remarks was the necessity to analyse the complex of relations between the parties involved in a carriage of goods by sea- cargo owners, carriers, stevedores, and so on- into classical offer and acceptance, with identifiable consideration, this was not, as such, the root of Lord Wilberforce's difficulty. Rather, t

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Anatoliy, Kostruba. "The Bill of Lading: type of securities, genesis and actual statement." Journal of the National Academy of Legal Sciences of Ukraine 29, no. 2 (2002): 196–204. https://doi.org/10.5281/zenodo.3667053.

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У своєму розвитку коносамент пройшов декілька послідовних етапів, які характеризують важливість цих відносин для економіки будь-якої країни. Так, якщо раніше коносамент був пов'язаний з договором морського перевезення і являв собою nоваророзпорядчий документ тільки у зовнішньоекономічній діяльності, то зараз він має характер документа, що свідчить про наявність певного товару у вільному продажу. За допомогою коносаменту можливе не тільки здійснення операцій з перевезення вантажу, а також його реалізація через біржову торгівлю, одержання кредитної позики та здійснення застави. Генезис конос

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35

Wang, Bin, and Tao Yang. "A Stochastic Programming Optimization Model of Container Shipping of Sea-Carriage." Applied Mechanics and Materials 411-414 (September 2013): 2715–20. http://dx.doi.org/10.4028/www.scientific.net/amm.411-414.2715.

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The paper dose research about the optimization of container shipping of sea carriage for meeting the goods transport requirement by use of stochastic programming. Both laden and empty containers are combined into a system. In particular, the effect of special laden container shipping capacity on the shipping plan is investigated. In the model, the objective function is to maximize the total profit of container shipping. The profit caused by laden container shipping minus the cost caused by both laden and empty container shipping equal to the total profit. The constraints to the model include m

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Dobrovolskyi, Volodymyr. "International marine trade: a scientific analysis of the history of their legal regulation and the necessary of its unification today." Law Review of Kyiv University of Law, no. 1 (May 5, 2021): 201–7. http://dx.doi.org/10.36695/2219-5521.1.2021.39.

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The article presents the result of the analysis of three International Conventions and two protocols such as: The International Conventionfor the Unification of Certain Rules of Law relating to Bills of Lading of 1924 and its two protocols, called the Visby Ruleswas adopted in 1968 and 1979, the United Nations Convention on the Carriage of Goods by Sea of 1978 and the United Nations Conventionon Contracts for the International Carriage of Goods Wholly or Partly by Sea of 2008.The peculiarities of the acting legal regimes of responsibility are characterized, the necessity of their unified low r

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Konovessis, D., D. Vassalos, and L. Guarin. "Risk-Based Ship Design: A Framework for the Carriage of Dangerous Goods by Sea." Safety and Reliability 27, no. 4 (2007): 8–25. http://dx.doi.org/10.1080/09617353.2007.11690844.

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Boadu, Solomon, Dacosta Essel, Edem Setordjie Victor, and Kwesi Odoom Justice. "Promoting the use of sea waybill in maritime transport - A case study of Tema Port." ADVANCE RESEARCH JOURNAL OF MULTIDISCIPLINARY DISCOVERIES 53, no. 1 (2020): 01–09. https://doi.org/10.5281/zenodo.4382333.

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The transportation of cargo from one point to the other is mainly dominated by maritime transport with respect to international trade. While the carriage of goods to shipper’s designated port is undertaken by the carrier, the terms and conditions of carriage are determined by the covering transport document which can be the negotiable bill of lading, non-negotiable sea waybill or any globally recognized transport document. This study assessed the challenges attached to using the negotiable bill of lading in maritime transport, aiming at promoting the use of sea waybill. Using Tema Port a

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Andrés Santos, Francisco J. "Los riesgos del mar en el Nomos Rhodion Nautikos." Gdańskie Studia Prawnicze, no. 3(43)/2019 (November 4, 2019): 117–28. http://dx.doi.org/10.26881/gsp.2019.3.09.

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   The article is aimed to present a brief discussion of several chapters of the Nomos Rhodion Nautikos concerning the obligation of contribution for different persons taking part in a contract of carriage by sea, in case some of the goods had to be thrown overboard by the ship’s master to save the vessel. It is shown how deep the differences between the Roman regulation and the Byzantine one could be, and it is attempted to explain the reasons why these differences might have emerged.  

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Abid, Adeel, and Yusra Khalid. "Rule of Prescription Under Article III, Rule 6 of Hague/Hague-Visby Rules: When Does the Clock of Limitation Start Ticking?" Open Transportation Journal 14, no. 1 (2020): 38–43. http://dx.doi.org/10.2174/1874447802014010038.

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The pursuit of an internationally recognized regime which governs the allocation of risk of liability has been the predominant purpose of maritime law. At the same time, it is also necessary to set a time limit within which a legal action may be brought against the carrier. There are two regimes which govern the carriage of goods by sea and are adopted by many countries, the Hague Rules, and the Hague-Visby Rules and the time limit for claims set out in the rules against the carrier is one year from the day on which the goods are delivered or should have been delivered by the carrier. The rati

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Koval, V. N. "Features of the Application of International Private Law in Maritime Transport." Moscow Journal of International Law, no. 2 (July 25, 2024): 33–45. http://dx.doi.org/10.24833/0869-0049-2024-2-33-45.

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INTRODUCTION. This article analyzes in detail the most relevant provisions of the norms of private international law in the maritime transport of goods– the Hague, Hague-Visby, Hamburg and Rotterdam Rules. The development of maritime conventions on the carriage of goods by sea is studied from minimum standards establishing the obligations and responsibilities of the carrier to detailed uniﬁed legal systems regulating bill of lading. The development of regulation of the most important institutions is analyzed: the responsibility and duties of the carrier; the responsibility of the shipper; nove

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KARTYSHEV, D. V. "IMPLEMENTATION OF UKRAINE'S WORLD EXPERIENCE INSTITUTIONAL SUPPORT FOR CARRIAGE TRANSPORTATION." Economic innovations 20, no. 1(66) (2018): 87–95. http://dx.doi.org/10.31520/ei.2018.20.1(66).87-95.

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Topicality. The functioning of international merchant shipping and the practice of international trade in goods are interrelated at different levels - from historical to the level of a separate treaty. Here, contracts for the purchase and sale of goods, transportation, insurance, financing, transport and warehouse documents of title are intertwined and interact. The necessary degree of awareness in these issues is an indispensable condition for both successful business activity and for solving the problems of unification of maritime and commercial law. Also the urgency of the organizing proble

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Bahal Singh, Prem Kaur. "THE MALAYSIAN CARRIAGE OF GOODS BY SEA (AMENDMENT) ACT 2020 (COGSA) – EFFECTS ON CARRIER LIABILITY." Commonwealth Law Review Journal 08 (2022): 116–27. http://dx.doi.org/10.55662/clrj.2022.802.

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Dopilka, V. O., and K. G. Matienko. "Legal regulation of liability for environmental pollution in the carriage of dangerous goods by sea." Uzhhorod National University Herald. Series: Law, no. 67 (January 16, 2022): 331–35. http://dx.doi.org/10.24144/2307-3322.2021.67.62.

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The article considers the international legal norms and legislation of Ukraine in the field of responsibility for pollution of the marine environment during the transportation of dangerous goods, the main trends in the development of maritime navigation and environmental protection. The concept and essence of ecological safety of the World Ocean is defined. The author considers the main provisions of the Merchant Shipping Code of Ukraine, the Law of Ukraine "On Transportation of Dangerous Goods", as well as international norms contained in the International Convention on Civil Liab

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Aboul-Enein, M. I. M. "Maritime Arbitration According to the United Nations Convention on the Carriage of Goods by Sea." Journal of International Arbitration 14, Issue 2 (1997): 87–97. http://dx.doi.org/10.54648/joia1997013.

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Lejnieks, M. "Diverging Solutions in the Harmonisation of Carriage of Goods by Sea : Which Approach to Choose ?" Uniform Law Review - Revue de droit uniforme 8, no. 1-2 (2003): 303–7. http://dx.doi.org/10.1093/ulr/8.1-2.303.

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Zhao, Liang. "FOB seller under Chinese law and privity of contract in carriage of goods by sea." Asia Pacific Law Review 27, no. 2 (2019): 286–305. http://dx.doi.org/10.1080/10192557.2019.1699311.

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Anatoliy, Kostruba. "Particularities of Bill of lading. Theoretical aspects." Ученые записки Таврического национального университета имени В. И. Вернадского 19(58), no. 2 (2006): 232–39. https://doi.org/10.5281/zenodo.3659511.

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Емпіричне значення механізму цивільноправового регулювання випуску й обігу коносамента полягає в тому, що в процесі перевезення вантажу, його власник може розпоряджатися цим майном, шляхом відчуження коносамента іншій особі. Саме в такому разі розкривається правова сутність коносамента – як цінного паперу. Особливість коносаменту як цінного паперу полягає в тому, що він, будучи об’єктом речового права, сам по собі не становить будьякої цінності. Таку цінність мають саме ті майнові права, які засвідчені в ньому і які можуть бути реалізовані його володільцем шляхом пред&rsq

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Llarena, Zharama. "Development of Rotterdam Rules for Harmonisation of Legal Instruments based on Economic and Political Conditions of UNIDROIT for Renewable Energies of Carbon Emissions." American Journal of Law 4, no. 2 (2023): 66–79. http://dx.doi.org/10.47672/ajl.1320.

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Purpose: Commercial transactions have binding obligatory and regulations that are restricted within a particular jurisdiction. However, the bill of lading for international carriage of goods must be performed and exercised resulting to extension of executory principles based on International Commercial Contracts (UNIDROIT) with a particular focus of interest on renewable energies for corporate economic goals towards sustainable development. This paper aims to develop statutory interpretation, based on Rotterdam Rules, to show the relationship between waste to energy technology and sustainable

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Nikiforov, Viktor, and Irina Kostova. "Influence evaluation of the ship propulsion system on the energy efficiency for small, medium and large container vessels." E3S Web of Conferences 327 (2021): 02005. http://dx.doi.org/10.1051/e3sconf/202132702005.

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The transportation of goods worldwide has a vital meaning for the entire of humanity. The seaborne transport is considered to be the most efficient – economically and environmentally friendly way to convey large amount of goods when compared to the other transport options available. Marine vessels contribute for the carriage of about 90 percent of the worldwide trade and a significant part of the goods delivered by sea are performed by container vessels. Even considered as the most efficient way of transportation the negative aspects of the shipping should not be neglected. The fuels intended

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