such particulars, is to be entered and signed by the Master in the official log book as required by the Act. 22. Upon payment of wages and settlement of disputes (if any) being effected, the Officer before whom the men are discharged will require the crew to sign in his presence a release from all claims in respect of the voyage just finished. (See page 191, cols. 19 and 20.) Governor's or Consul's Certificate of Expenditure in the case of Passengers Shipwrecked. Required by 16 of the "Passengers' Act Amendment Act, 1863' (26 & 27 Vict. c. 51). I hereby certify that, acting under and in conformity with the provisions of the British "Passengers' Act, 1855," and of the "Passengers' Act Amendment Act, 1863," I have defrayed the expenses incurred in rescuing, maintaining, supplying with necessary bedding, provisions and stores,* and in forwarding to their destination passengers (includcabin passengers †), who were proceeding from in the passenger ship ing to which was wrecked on And I further certify, for the purposes of the 10th Section of the said Passengers' Amendment Act, 1863," that the total amount of such expenses is pounds, and that such expenses were duly incurred by me under the said Acts or one of them. Given under my hand, this day of 18 (L.S.) (Signature) Governor of, &c. The diversity of the Law of General Average has long been a source of practical inconvenience, and efforts have at various times been made to establish a uniform system; International General Average Congresses have during recent years been held with this object at Glasgow, London, York and Bremen.§ *If more passengers were rescued than forwarded, or if bedding, &c., was not supplied, alter the certificate to suit the facts of the case. +Omit words in brackets when necessary. State generally the nature of the disaster, and where it occurred; but if the passengers were only left behind, without any default of their own, state the fact accordingly. § For the history of these Congresses, see Lownde's Law of Gen. Av., p. 438. In September, 1877, a committee appointed by the Association for the Codification of the Law of Nations, to consider the subject of international rules to regulate General Average, met at Antwerp. It took as the basis of its discussions the rules drawn up at York in 1864, and with a few amendments they were adopted, some of them unanimously, others by very large majorities.* The rules thus modified have received the title of the York and Antwerp Rules, and are given below. The more important changes effected by them in the English law are with regard to Port of Refuge Expenses In England the General Average has hitherto been limited to the cost of going into the port; this is now enlarged so as to include the expenses of coming out again, and is thus brought into conformity with the practice universal abroad. The wages and provisions of the crew while the ship is laid up at a port of refuge, hitherto not General Average in England, but admitted as such in most countries, are by the York and Antwerp Rules made the subject of contribution. On the other hand, Voluntary Stranding, commonly treated as General Average abroad, but not allowed in England, has by these rules been classed in accordance with the existing English practice.† The York and Antwerp Rules. I. Jettison of Deck Cargo.-No jettison of deck cargo shall be made good as General Average. Every structure not built in with the frame of the vessel shall be considered to be a part of the deck of the vessel. II. Damage by Jettison.-Damage done to goods or merchandise by water which unavoidably goes down a ship's hatches opened, or other opening made for the purpose of making a jettison, shall be made good as General Average in case the loss by jettison is so made good. Damage done by breakage and chafing, or otherwise from derangement of stowage consequent upon a jettison, shall be made good as General Average in case the loss by jettison is so made good. III. Extinguishing Fire on Shipboard.-Damage done to a ship and cargo, or either of them, by water or otherwise, in extinguishing a fire on board the ship, shall be General Average; except that no compensation be made for damage done by water to packages which have been on fire. IV. Cutting away Wreck.-Loss or damage caused by cutting away the wreck or remains of spars, or of other things which have previously been carried away by sea-peril, shall not be made good as General Average. V. Voluntary Stranding.-When a ship is intentionally run on shore, because she is sinking or driving on shore or rocks, no damage caused to *At the Antwerp meeting the representatives of the Committee of Lloyds declined to accept the decisions arrived at. Report of the Committee, Antwerp, 1st September, 1877. + Report of the Representatives of the Liverpool Chamber of Commerce. the ship, the cargo and the freight, or any or either of them, by such intentional running on shore, shall be made good as General Average. VI. Carrying Press of Sail.-Damage occasioned to a ship or cargo by carrying a press of sail shall not be made good as General Average. VII. Port of Refuge Expenses.-When a ship shall have entered a port of refuge under such circumstances that the expenses of entering the port are admissible as General Average, and when she shall have sailed thence with her original cargo or a part of it, the corresponding expenses of leaving such port shall likewise be admitted as General Average; and whenever the cost of discharging cargo at such port is admissible as General Average, the cost of re-loading and stowing such cargo on board the said ship, together with all storage charges on such cargo, shall likewise be so admitted. VIII. Wages and Maintenance of Crew in Port of Refuge.-When a ship shall have entered a port of refuge under the circumstances defined in Rule VII, the wages and cost of maintenance of the master and mariners, from the time of entering such port until the ship shall have been made ready to proceed upon her voyage, shall be made good as General Average. IX. Damage to Cargo in Discharging.-Damage done to cargo by discharging it at a port of refuge shall not be admissible as General Average in case such cargo shall have been discharged at the place and in the manner customary at that port with ships not in distress. X. Contributory Values. The contribution to a General Average shall be made upon the actual values of the property at the termination of the adventure, to which shall be added the amount made good as General Average for property sacrificed; deduction being made from the shipowner's freight and passage-money at risk, of such port-charges and crew's wages as would not have been incurred had the ship and cargo been totally lost at the date of the General Average act or sacrifice; deduction being also made from the value of the property of all charges incurred in respect thereof subsequently to the arising of the claim to General Average. XI. Loss of Freight. In every case in which a sacrifice of cargo is made good as General Average, the loss of freight (if any) which is caused by such loss of cargo shall likewise be so made good. XII. Amount to be made good for Cargo.-The value to be allowed for goods sacrificed shall be that value which the owner would have received if such goods had not been sacrificed. Maritime Law of the Code of Commerce as regards the duties and responsibilities of the Master, Contracts of Affreightment by Charter-party, Bills of Lading, Freight, Bottomry, and General and Particular Average. Du Capitaine. Art. 226. Le capitaine est tenu d'avoir à bord-L'acte de propriété du navire,— L'acte de francisation, — Le rôle d'équi The Master. Ships' Papers.-Art. 226. The Master is bound to have on board:-the Certificate of French nationality; Certificate of page,-Les connaissemens et chartesparties, Les procès-verbaux de visite,Les acquits de paiement ou à caution des douanes. Art. 227. Le capitaine est tenu d'être en personne dans son navire, à l'entrée et à la sortie des ports, havres ou rivières. Art. 229. Le capitaine répond également de tout le dommage qui peut arriver aux marchandises qu'il aurait chargées sur le tillac de son vaisseau sans le consentement par écrit du chargeur.-Cette disposition n'est point applicable au petit cabotage. Art. 230. La responsabilité du capitaine ne cesse que par la preuve d'obstacles de force majeure. Art. 231. Le capitaine et les gens de l'équipage qui sont à bord, ou qui sur les chaloupes se rendent à bord pour faire voile, ne peuvent être arrêtés pour dettes civiles, si ce n'est à raison de celles qu'ils auront contractées pour le voyage; et même, dans ce dernier cas, ils ne peuvent être arrêtés, s'ils donnent caution. Art. 234. Si, pendant le cours du voyage, il y a nécessité de redoub, ou d'achat de victuailles, le capitaine, après l'avoir constaté par un procès-verbal signé des principaux de l'équipage, pourra, en se faisant autoriser en France par le tribunal de commerce, ou, à defaut, par le juge de paix, chez l'étranger par le consul français, ou, à defaut, par le magistrat des lieux, emprunter sur le corps et quille du vaisseau mettre en gage ou vendre des marchandises jusqu'à concurrence de la somme que les besoins constatés exigent.-Les propriétaires, ou le capitaine qui les représente, tiendront compte des marchandises vendues, d'après le cours des marchandises de même nature et qualité dans le lieu de la décharge du navire, à l'époque de son arrivée.L'affréteur unique ou les chargeurs divers, qui seront tous d'accord, pourront s'opposer à la vente ou à la mise en gage de leurs marchandises, en les déchargeant et en payant le fret en proportion de ce que le Voyage est avancé. A défaut du consentement d'une partie des chargeurs, celui qui voudra user de la faculté de déchargement sera tenu du fret entier sur ses marchandises. Art. 236. Le capitaine qui aura, sans nécessité, pris de l'argent sur le corps, avitaillement ou équipement du navire, ownership; List of Crew; Charter-party and Bills of Lading; Certificates of visit; Custom-house receipts for payments of dues or deposits. Responsibility of Master.-Art. 227. The Master is bound to be on board his vessel on entering or leaving any port, harbour, or river. Goods Stowed on Deck.-Art. 229. The Master is liable for damage sustained by goods stowed upon the deck of the vessel without the written consent of the shipper. This provision does not apply to vessels employed in the coasting trade. Limit of Master's Liability.-Art. 230. The responsibility of the Master ceases only in proof of circumstances over which he had no control. who are Art. 231. The Master and crew, on board the ship, or who are in the act of going on board in their boats in order to set sail, cannot be arrested for civil debts, unless such debts have been contracted on account of the voyage, and even in this case they cannot be arrested if they give security. Repairs and Necessaries.-Art. 234. If, in the course of the voyage, it is necessary to repair the ship, or purchase provisions, the Master, after having proved the existence of such necessity by a written statement signed by the principal members of the crew, may under authority from the Tribunal of Commerce, or Justice of the Peace, in France, or abroad from the French Consul, or in the absence of such an officer, from the local magistrate, borrow money on the hull and keel of his vessel, hypothecate or sell the cargo to an amount sufficient to supply his needs. The Owners or the Master who represents them, shall account for the goods sold, at the market price of goods of similar description and quality at the final port of discharge at the date of the ship's arrival thereat. The charterer, or the several shippers, if they are all agreed, may oppose the sale or hypothecation of their goods by discharg ing them, and paying freight in proportion to the voyage performed (pro ratâ itineris peracti). If there is no such agreement between the several shippers, and one of them wishes to avail himself of his right of discharging, he is bound to pay the entire freight for his goods. Art. 236. The Master who without necessity raises money on the hull, provisions, or equipment of the ship, pledges Art. 242. Le capitaine est tenu, dans les vingt-quatre heures de son arrivée, de faire viser son registre, et de faire son rapport.-Le rapport doit énoncer,-Le lieu et le temps de son départ,-La route qu'il a tenue,-Les hasards qu'il a courus, -Les desordres arrivés dans le navire, et toutes les circonstances remarquables de son voyage. Art. 243. Le rapport est fait au greffe, devant le président du tribunal de commerce. Dans les lieux où il n'y a pas de tribunal de commerce, le rapport est fait au juge de paix de l'arrondissement.-Le juge de paix qui a reçu le rapport est tenu de l'envoyer, sans délai, au président du tribunal de commerce le plus voisin.Dans l'un et l'autre cas, le dépôt en est fait au greffe du tribunal de commerce. Art. 244. Si le capitaine aborde dans un port étranger, il est tenu de se présenter au consul de France, de lui faire un rapport, et de prendré un certificat constatant l'époque de son arrivée et de son départ, l'état et la nature de son charge ment. Art. 245. Si, pendant le cours du voyage, le capitaine est obligé de relâcher dans un port français, il est tenu de déclarer au président du tribunal de commerce du lieu les causes de sa relâche.-Dans les lieux où il n'y a pas de tribunal de commerce, la déclaration est faite au juge de paix du canton.-Si la relâche forcée a lieu dans un port étranger, la déclaration est faite au consul de France, ou, à son défaut, au magistrat du lieu. Art. 247. Pour vérifier le rapport du capitaine, le juge reçoit l'interrogatoire des gens de l'équipage, et, s'il est possible, des passagers, sans préjudice des autres preuves. or sells goods or provisions, or makes entries in his accounts of fictitious averages and expenses, shall be responsible to his owners, and be held personally liable to the repayment of money so borrowed and of sums so expended, and this without prejudice to any criminal prosecution. Sale of Ship.-Art. 237. Save in case of innavigability legally proved, the Master cannot sell the ship without a special power from the Owners, under penalty of the nullity of the sale. Sea Protest.-Art. 242. The Master is bound to have his log book viséd, and make his sea protest within twenty-fonr hours of his arrival. The protest shall set forth The place and date of the commencement of the voyage, the course sailed, the dangers encountered, acts of insubordination committed on board, and all the remarkable events of the voyage. Where to be made.-Art. 243. The protest is made before the president of the tribunal of commerce. În places where there is no such tribunal the protest is made before the justice of the peace of the district. In either case the protest is deposited in the registry of the tribunal of com merce. Art. 244. If the Master enters a foreign port, he shall appear before the Consul of France, and make his protest before that officer; he shall also take a certificate setting forth the date of his arrival and departure, the condition and nature of the cargo. Port of Refuge.-Art. 245. If, during the voyage, the Master is compelled to take refuge in a French port, he shall make a declaration before the president of the local tribunal of commerce, stating the cause of his putting into such port. In places where there is no tribunal of commerce, the declaration may be made before the justice of the peace of the district. If the ship is compelled to take refuge in a foreign port, the declaration is made before the Consul of France; if there be no Consul, before the local magistrate. Confirmation of Protest by Crew. -Art. 247. To verify the truth of the Master's protest, the judge takes the declarations of the crew, and, if possible, of the passengers, without prejudice to other evidence. |