“There is no reason. for the narrow and technical definition of the word “cargo”. Passenger fares are as much within the scope of the rule as cargo freight. Here is a definition of cargo created by Tetley in the context of Admiralty law: [Translation of cargo into English: “Bund”] [translation of cargo into Spanish: “flete”] [translation of cargo into Italian: “nolo”] – “the remuneration payable for the carriage of goods or passengers by the ship or for the use of the ship” (Lisbon Rules 1987, (see this legal term in this legal dictionary)). The consideration for the carriage of goods under bills of lading (see this maritime legal term in this legal dictionary), sea waybills (see this concept of maritime law in this legal dictionary) and voyage charter contracts (see this maritime legal term in this legal dictionary). And so it is, especially with the freight contract: the money or cash service is called freight. Freight was also called transit money. Freight is the price or compensation paid for the carriage of goods by sea by a port-to-port freight forwarder. Rut the term is also used to refer to the rent paid for the transportation of goods overland from one place to another (usually by a railway company, not an express company) or on inland rivers or lakes. The name is also applied to goods or goods transported in one of the above ways. Brit- tan v. Barnaby, 21 IIow. 533, 10 L.

ed.177; Iluth v. Insurance Co., 8 Bosw. (X. V.) 552; Christie v. Davis Coal Co. (D.C.) 95Fed. S38; Ilagar v. Donaldson, 154 Pa.

242, 25 Atl. 824; Paradise v. Sun Mut Ins. Co., 0La. Ann. 5′,K>. The goods transported are called “cargo”; the reward to be paid, if any, for his transportation will be called “Freightage”; the person delivering the cargo to the carrier is referred to as the “shipper”; and the person to whom it is to be delivered is referred to as the “Recipient”. Although the historical and strict legal definition of cargo is financial compensation paid in exchange for services provided under a contract of carriage (also known as a contract of carriage), many judges have used the term to refer not only to such compensation, but also to the thing, the goods or even the passengers carried or transported in this way.

The Seller shall bear the costs and freight necessary to bring the Goods to the designated port of destination, BUT the risk of loss or damage to the Goods, as well as any additional costs arising from events occurring after the time of delivery, shall pass from the Seller to the Buyer. In all cases, when the goods are carried, freight is generally payable to the carrier upon the safe arrival and unloading of the goods. “. the benefit derived by a shipowner from the use of his vessel for the carriage of his own goods or movable property and cargo owed by a third party, excluding transit funds. Admiralty law or maritime law is a body of law that regulates nautical matters and private maritime disputes. Admiralty law includes both national law on maritime activities and private international law, which governs relations between private parties operating or using ocean-going vessels. Although each jurisdiction generally has its own legislation on maritime affairs, the international nature of the issue and the need for uniformity since 1900 have led to important developments in international maritime law, including many multilateral treaties. [a] The following is a definition from C.F.R.: Cost & Freight (Named Port of Destination), prepared by Tetley, in the context of Admiralty Law: [translation of cargo into French: “Coste y fret”] [translation of cargo into Italian: “costo e nolo”] [translation of cargo into German: “cost and cargo (named port of destination)”]. Incoterms 2000 (see this concept of maritime law in this legal dictionary) contain (in part) the following description of the C.F.R.: goods, goods or goods of any kind that may be carried on board a ship, taking into account the cargo invoiced; Does not include supplies and supplies for use on board. John Bouvier, in his American Law Dictionary of 1839, described cargo as follows: Another area of uncertainty in maritime law is that goods in various contexts may or may not include funds given not for the transportation of things but for the transportation of people.

For example, in the 1894 American case, The Main v Williams, in which Justice Brown wrote: Throughout history, piracy has been defined as hostis humani generis, or enemy of all mankind. While the flag state usually has jurisdiction over a ship on the high seas, in the case of piracy there is universal jurisdiction, meaning that any nation can prosecute pirates on the high seas, including their pursuit in a country`s territorial waters. Most countries have signed the 1982 United Nations Convention on the Law of the Sea, which prescribes the legal requirements for prosecuting pirates. Liability for payment for the cargo is the subject of a provision in a contract for the purchase between the buyer and seller of the goods to be shipped. If a contract contains a c.f. & i. provision, the buyer assumes responsibility for the payment of transport costs in addition to the cost of the goods and insurance for them. Conversely, the Merchant Shipping Act 1995 of the same jurisdiction states that goods “include transit fees and rentals”. In England, a Special Admiralty Court deals with all Admiralty cases. Despite its initial reliance on civil law concepts derived from Justinian`s Corpus Juris Civilis, the English Admiralty Court is a common law court, albeit sui generis, which was originally somewhat distant from other English courts.

After about 1750, as the Industrial Revolution began and English maritime trade flourished, the Admiralty Court became a proactive source of legal ideas and innovative regulations to adapt to the new situation. The Judicature Acts of 1873-1875 abolished the Admiralty Court as such and it was merged into the new Estates, Divorce and Admiralty Division of the High Court. However, when the PDA was abolished and replaced by a new “family division”, the jurisdiction of the Admiralty passed to a so-called “Admiralty Court”, which was actually the QBD session to hear nautical affairs. The Senior Courts Act 1981 then clarified the “jurisdiction of the High Court in matters of admiralty”, so that England again has its own Admiralty Court (although it is no longer in the Royal Courts of Justice, but in the Rolls Building). Claims for damage to goods carried in international trade are subject to the Carriage of Goods by Sea Act (COGSA), the enactment of the Hague Rules by the United States. One of its main characteristics is that a shipowner is liable for goods damaged from one hook to another, i.e. from loading to unloading, unless he is exempted from one of the 17 exceptions of liability, such as force majeure, intrinsic nature of the goods, errors in navigation and management of the ship. The liability of the shipowner rests on a security deposit and, if the carrier is to be liable as an ordinary carrier, it must be proved that the goods came into the possession and control of the carrier for immediate carriage.

[17] The version of the English Marine Insurance Act of 1906, which defines cargo in a circular manner as follows (emphasis added): Shipping was one of the earliest commercial channels, and rules for settling disputes related to maritime trade were developed early in history. Early historical documents of these laws include the Rhodian Law (Nomos Rhodion Nautikos), of which no primary written copy has survived, but which is alluded to in other legal texts (Roman and Byzantine legal systems), and later the customs of the maritime consulate or the Hanseatic League. In southern Italy, the Ordinamenta et consuetudo maris (1063) in Trani and the Amalfitan laws were in force very early.