New-York tribune., 1922-10-08

Ilvery to the vessel Of goods in the
sohaitton described. Responsibility for
ehe shipments before they are loaded
ana after they are discharged is left
TO local laws IA each country and to
lnalVlduai agreements.
.. The bill of lading issued to the
shipper is prima facie evidence Of the
receipt OF the goods in the condition
eeescr3ped. Ihe carrier is responsible
~. oetieeIy IN the same condition.
Goods carried on deck are excented
a. Removal of the goods from the
vessel by the consignee or CONNECTING
agent is prima facie evidence Of de.
livery in the condition described. mn
less there is notice Of apparent loss or
damage. w.
b. Suit for damage or loss must be
brought within two years.
o. IL damage or loss occurs from un
seaworthiness, etc, the steamship com
pany must prove that due diligence
was exercised. Carrier not responsihle
LOT loss by fire, acts of God, war, etc.
;. z. The steamship company is not
iiable for loss or damage due to devia-
tion OF the vessel for humanitarian
purposes, to deviation that is reason
able, considering the service of the
snip, or to deviation specified in the
contract.
8. The limit of liability per package
Is raised from the average Of s1OO to
sloo sterling, except that the carrier
higher valuation.
.. No bill of lading shall be issued
contrary to these rules covering ordi-
nary commercial shipments. Exception
is provided for unusual circumstances,
which are strictly defined.
Shin Ouyror., nk;.&:
The great majority of shippers and
underwriters approve the rules sub
stantlally as they are outlined here.
Many ahlpowners' organizations abroad
have given their support. The Amer
lean Steamship Owners Association,
however, considering that the rules in
fringe upon their rights, have sug-
gested substitute draft containing
the following changes:
l.. Notice of loss or damage must be
filed with the company by the con-
signee within sixty days, claim must
be filed within six months and suit
must be instituted within one year.
2. The carrier is not responsible
for loss or damage if due dill
gence is exercised to make tie vessel
seaworthy. This risk is properly
matter for insurance by the shipper
3. The carrier is not responsible for
concealed loss or damage if the ship
ment is delivered in the same apparent
condition in which it was received
A. The limit of valuation of each
package is $50.
The American Institute of Marine
Underwriters has given it's support to
the revised Hague rules, hurt suggested
the following amendments:
1. The rules should be extended to
include cargo carried on deck.
2. The rules should apply to cargo
from the time it is received into the
custody Of the carrier until its de-
livery to the consignee.
3. When the goods are delivered in
damaged condition, notation Of the
damage on the receipt given by the con-
signee to the carrier should be sufi-
cient notice of claim.
a. The carrier should remain re-
sponsible for fire if such fire is caused
by design or neglect of such carrier.
Among the American organizations
which have indorsed the Hague rules
are the following: National Foreign
Trade Council, American Bankers As
sociation, National Association of Man
ufacturers, Merchants Association,
Chamber Of Commerce. of the State Of
New York.
Shippers Skeptlcal
The New York Board of Trade and
Transportation, after several discus
sions on the rules, announced it's oppo-
sition. 1t is apparent, however, that
this body based It's antagonism chiefly
upon the section which permitted
special bills of lading in exceptional
cases, holding that under this clause
the present situation would not be i'm
proved. The board supports the ex-
tremiSts among the shippers who wish
Continued on Next PaSe)
q Mf IL N