Relevant bibliographies by topics / Contract bill clause

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Academic literature on the topic 'Contract bill clause'

Author: Grafiati
Published: 18 May 2024

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Journal articles on the topic "Contract bill clause"

1

Goldby, Miriam. "INCORPORATION OF CHARTERPARTY ARBITRATION CLAUSES INTO BILLS OF LADING: RECENT DEVELOPMENTS." Denning Law Journal 19, no. 1 (November 27, 2012): 171–80. http://dx.doi.org/10.5750/dlj.v19i1.382.

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This article looks at two recent court decisions and one recent arbitral award which help to clarify the position of English Law with regard to incorporation of charterparty arbitration clauses into bills of lading. It starts by giving a brief overview of past decisions of the English Courts on this issue. It proceeds to consider recent developments and to draw conclusions therefrom. Most bills of lading contain jurisdiction clauses providing that parties are to resolve any disputes arising in connection with the contract of carriage contained in the bill through litigation in the courts. Where a bill of lading is issued under a charterparty, however, and where it expressly incorporates the charterparty’s arbitration clause into its terms, the parties to the contract of carriage contained in the bill of lading, including any transferees of the bill, may be obliged to refer their disputes to arbitration. Wilson notes that “[a] strict contra proferentem approach has been adopted towards [attempts to incorporate charterparty arbitration clauses into bills of lading] since, while arbitration clauses are common in charterparties, hey are rarely found in bills of lading.” Three conditions must be met in order for a charterparty arbitration clause to be successfully incorporated into the bill of lading. First of all, “the operative words of incorporation must be found in the bill of lading itself”. Secondly such words must be suitable to describe the charterparty clause that is being incorporated. Finally, the incorporated clause must be consistent with the terms of the bill of lading, and in the event of conflict, the provisions of the bill of lading will prevail.
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Echebarría Fernández, Jonatan. "Limitations on jurisdiction and arbitration agreements based on applicable law and the identity of the carrier in cargo claim disputes: who and where to sue? = Las limitaciones a la autonomía la voluntad de las partes en las cláusulas atributivas de jurisdicción y las cláusulas de arbitraje basadas en la ley aplicable y la identidad del transportista en las reclamaciones por pérdida o daños a las mercancías: ¿a quién y dónde se puede reclamar?" CUADERNOS DE DERECHO TRANSNACIONAL 11, no. 1 (March 11, 2019): 306. http://dx.doi.org/10.20318/cdt.2019.4621.

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Abstract: The article demonstrates through an analysis of the limitations on choice of forum or arbitration agreements following the invalidity of a choice of law clause included in a charter party and/or a bill of lading (B/L). It is equally difficult enforcing a jurisdiction or arbitration clause included in a B/L if the parties are not clearly defined in the contract for the carrige of goods by sea. The article delivers some conclusions and suggests the approach to be taken by maritime contracting parties to overcome any feasible invalidity of a choice of forum or arbitration agreement based on the choice of law by European Member (EU) States’ courts.Keywords: Jurisdiction and arbitration agreements, choice of law clauses, contracts for the carria­ge of goods by sea, charter party, bill of lading, anti-suit injunctions, actions in contract, actions in tort, actions in bailment, Demise Clause, Identity of the Carrier Clause.Resumen: El artículo demuestra a través de un análisis de las limitaciones en la elección del foro o los acuerdos de arbitraje después de la invalidez de una cláusula de elección de ley incluida en las partes de la carta constitutiva y / o conocimiento de embarque (B / L). Es igualmente difícil hacer cumplir una cláusula de jurisdicción o arbitraje incluida en un B / L si las partes no están claramente definidas en el contrato para el transporte de mercancías por mar. El artículo presenta algunas conclusiones y sugiere el enfoque que deben adoptar las partes contratantes marítimas para superar cualquier posible invalidez de un acuerdo de elección de foro o arbitraje basado en una elección de la ley por los tribunales de Estados miembros de la Unión Europea (UE).Palabras clave: Jurisdicción y acuerdos de arbitraje, cláusulas de elección de ley, contratos para el transporte de mercancías por vía marítima, fletamento, conocimiento de embarque, medidas antipro­ceso, acciones contractuales, acciones extracontractuales, acciones basadas en “bailment”, cláusula de cesión, cláusula de identidad del transportista.
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3

Fernández Rozas, José Carlos. "Alternativas e incertidumbres de las cláusulas de solución de controversias en la contratación marítima internacional = Alternatives and uncertainties of the dispute settlement clauses in international maritime contracts." CUADERNOS DE DERECHO TRANSNACIONAL 10, no. 2 (October 5, 2018): 333. http://dx.doi.org/10.20318/cdt.2018.4380.

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Resumen: Las controversias de carácter jurisdiccional son muy comunes en litigios derivados de la contratación marítima internacional y, en este contexto, la elección del foro es una cuestión capital. Tanto las cláusulas atributivas de jurisdicción y como las cláusulas de arbitraje son dos mecanismos diferentes que ayudan a garantizar la imparcialidad y la previsibilidad en la resolución de las controver­sias internacionales. A pesar de sus beneficios, en el contexto de los documentos de transporte marítimo internacional estas cláusulas pueden ser inconvenientes para las partes que se ven obligadas a litigar ante foros lejanos. La mayoría de los conocimientos de embarque contienen atributivas de jurisdicción que establecen que las partes deben acudir a determinado tribunal para resolver cualquier controversia que surja en relación con el contrato de transporte internacional. Sin embargo, cuando se emite un co-nocimiento de embarque bajo una cláusula de fletamento que incorpore expresamente la cláusula de arbitraje, las partes en el contrato de transporte incluidas en el conocimiento de embarque, pueden verse obligados a acudir al arbitraje. El art. 468 Ley de Navegación Marítima regula la validez formal de aquellas cláusulas de jurisdicción y arbitraje que prevean la sumisión de las partes a una jurisdicción extranjera o a un arbitraje en el extranjero e impone la negociación individual y separada de ambas cláusulas como requisito de validez.Palabras clave: Derecho internacional privado, cláusulas atributivas de jurisdicción, cláusulas de arbitraje, arbitraje marítimo, Ley de Navegación marítima de 2014.Abstract: Disputes about jurisdiction are very common in litigation arising from international maritime contracting. In this context the choice of forum is an important matter. Jurisdiction and ar­bitration clauses are two different mechanisms that help to ensure impartiality and predictability in international dispute resolution. Despite their benefits, in the context of international maritime transport documents these clauses can be inconvenient for parties that are forced to litigate many times before distant fora. Most bills of lading contain jurisdiction clauses providing that parties are to resolve any disputes arising in connection with the contract of carriage contained in the bill through litigation in the courts. Where a bill of lading is issued under a charter party, however, and where it expressly incor­porates the charter party’s arbitration clause into its terms, the parties to the contract of carriage con­tained in the bill of lading, including any transferees of the bill, may be obliged to refer their disputes to arbitration. Article 468 of the new Maritime Navigation Act regulates the formal validity of choice of court agreements and arbitration agreements establishing the submission to a foreign court or to an arbitration located abroad.Keywords: International Private Law, jurisdiction and arbitration clauses, maritime arbitration, Spa­nish Maritime Navigation Act 2014
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Ramakrishnan, Adarsh, and Binsy Susan. "How to Trump a ‘No Claims Certificate’ in Arbitration." Asian International Arbitration Journal 14, Issue 2 (December 1, 2018): 181–92. http://dx.doi.org/10.54648/aiaj2018010.

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In construction contracts, employers generally insist on submission of ‘no due/certificate’ claims signed by the contractors, as pre-condition to release paymentsdue under the final bill. To secure the full amount, contractors generally send anarbitration invocation notice setting out their claims (or in cases where there is noarbitration clause, a legal notice) to the employers, in defiance of any such settlementcertificate/voucher. When the employers contend that the dispute is not ‘arbitrable’on account of discharge of the contract in terms of the No Dues/Claims Certificate,the contractors refute it by stating that any such settlement certificate/voucher wasobtained by fraud, coercion or undue influence and that there was absence of freeconsent. The article will analyse the Indian law on validity of such no duescertificates/settlement certificates/discharge vouchers in construction contracts andthe possible course of action that contractors may adopt to contest claims, despitesuch certificates.
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Lisk, Ida E. "The Adoption Act of Sierra Leone." Journal of African Law 36, no. 1 (1992): 28–42. http://dx.doi.org/10.1017/s0021855300009712.

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The long-awaited Adoption Act was passed in 1989. The object of the Act as indicated in the objects and reasons of the Bill is to make provision for the adoption of juveniles by persons who are fit and willing to do so. Informal adoptions existed in Sierra Leone in a variety of situations but for the past decade there has been a growing realization that these arrangements needed a legal stamp in order to provide proper security for the child and for the adopters who often feared that the natural parent might claim possession of the child after a number of years of care by the adopters. The absence of any provision for legal adoption was a cause for concern for couples who wished to provide a permanent home for children who were not their natural children.In the past lawyers have attempted to fill this vacuum by ensuring that the natural parent or parents executed a contract with supporting affidavits, where requisite, disclaiming all rights and liabilities towards the child. Such contracts were not strictly legal and lawyers therefore attempted to include a clause (which did not have legal validity) whereby the natural parent could resume his or her rights over the child only if he or she compensated the adopters for all expenses incurred during the child's upbringing. The size of the expenditure involved was often enough to discourage the natural parent's efforts to gain custody over the child.
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Kulagina, Anna S. "Features of Review of the Judicial Practice on Issues of Liability Arising under Railway Transportation Agreements." Advocate’s practice 2 (April 20, 2023): 20–24. http://dx.doi.org/10.18572/1999-4826-2023-2-20-24.

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The article is devoted to the consideration of the specifics of the carrier’s liability for the nonpreservation of cargo during its transportation by rail, transported under a contract of carriage. The grounds and nature of the carrier’s liability for loss, damage, and damage to cargo are analyzed. The reasons for which the carrier’s responsibility for the non-preservation of cargo during its transportation by rail is removed are investigated. The Civil Code of the Russian Federation in modern economic conditions is fundamental in the issues of cargo transportation when using railway rolling stock. Contracts for the carriage of goods by rail take into account a number of basic rights and obligations. One of the features of this type of contract is that it is confirmed by the issuance of a bill of lading. The conclusion of such contracts takes place between the shipper and the carrier. A unified approach to explaining the legal nature of such documents has not yet been defined. Articles 36 and 37 of the Customs Code of the Russian Federation contradict clause 3 of the Article on the obligation of the consignee to accept and pay for the goods (308 of the Civil Code of the Russian Federation). The solution to this problem is to consolidate the obligation to receive the goods and pay to the shipper.. The article discusses in detail a number of problems that may arise when signing agreements between the carrier and the shipper. Among them, such as those that relate to the prolongation of the delivery period of cargo by rail. Therefore, it is noted that the norm of the Civil Code of the Russian Federation is contrary to the Customs Code of the Russian Federation, which at the moment allows the conclusion of an agreement on increasing the delivery time of cargo. Consideration of issues related to liability, issues related to the regulation of railway transportation of goods on the basis of current legislation, and a thorough analysis of judicial practice are important, since they are used not only to improve and increase the efficiency of transportation itself, but also to ensure high-quality and reliable operation of railway transport.
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Gausdal, Maria Edith Lindholm. "Breaching the Interpretative Wall between Private and Public Commercial Contracts." European Review of Contract Law 16, no. 4 (November 26, 2020): 511–32. http://dx.doi.org/10.1515/ercl-2020-0028.

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AbstractFrom a purely contractual perspective, this article reflects upon labour standard clauses with the objective to ensure that the fundamental ILO conventions and the International Bill of Human Rights are complied with throughout global value chains in respectively business-to-business (private), and public commercial contracts. The clauses are in both settings based widely on the same standards; however scholarship on the two types of contracts has been quite separate. The article reviews some Scandinavian case law concerning labour standard clauses and procurement regulation. It finds that contractual argumentation supported the outcome in these cases, isolates this argumentation, and reflects on whether contractual perspectives on the public contract might inspire current research on private contracts. It finally argues that an actual fusion is already taking place, wherefore contract lawyers may play an important role as to whether ‘the interpretative wall’ should be breached, or whether this is not feasible due to the distinctive characteristics of each contract.
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Harling, Russell. "Time-Charter Stowage Clauses in a Bill of Lading Contract." Denning Law Journal 9, no. 1 (November 15, 2012): 61–66. http://dx.doi.org/10.5750/dlj.v9i1.243.

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9

Glandin, Sergey. "The law enabling sanctioned persons to move litigations to Russia: background and reasons." Meždunarodnoe pravosudie 11, no. 1 (2021): 131–52. http://dx.doi.org/10.21128/2226-2059-2021-1-131-152.

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On 8th June 2020 Vladimir Putin signed into law a new bill amending Russian Commercial Code (RCC) introducing provisions that enable sanctioned persons to sue in Russian commercial courts their foreign counterparts irrespective of jurisdiction clause within the contract signed or international treaty. The main sponsor has given his name to the new Law, which is already known as Lugovoy Law. The sense of the Parliament was that to provide Russian sanctioned persons and their affiliates (both domestic and foreign) with extra support vis-à-vis ongoing and forthcoming litigations abroad. As of now, the RCC is supplemented by sections 248.1 and 248.2 and the commercial courts shall have exclusive jurisdiction over disputes involving persons that are subject to restrictive measures. The Law neither list countries and jurisdictions that shall impose sanctions on the Russian plaintiffs, nor specify type of restrictive measures. For instance, the Russian company sanctioned solely by Ukraine may prevent LCIA arbitration or High Court proceedings in England at the suit of its British opponent. In doing so, the Russian sanctioned Plaintiff is required adducing evidence to show deprivation from right to an effective remedy and to a fair trial abroad. Pursuant to the Lugovoy Law, the Plaintiff could be either an individual or a legal entity including foreign ones and be subject of restrictive measures imposed by any foreign country, union of states or by a body of certain interstate community. The Plaintiff’s home commercial court shall have inherent jurisdiction to entertain cases arising out of the new Lugovoy Law. Meanwhile section 248.2 of RCC enables sanctioned persons to seek injunctive relief precluding foreign opponents either commencing or continuing court proceedings in foreign fora. It is a kind of ex parte anti-suit injunction previously unknown to the Russian legal order. The sanctioned person may invoke 248.2 relief once mailed by opponent’s pre-trial letter. In support of the anti-suit injunction the Lugovoy Law allows sanctioned persons asking the court to order for security for costs. However, the amount sought shall not exceed the sum at stake in the main proceedings. Both orders made under the Lugovoy Law may be challenged on appeal at the Circuit Commercial court within one month. At the outcome, the protectionist logic of the legislature made foreign non-residents extraterritorially amenable to the jurisdiction of Russian commercial courts irrespective their personal law. This might provoke competition between jurisdictions and the emergence of two judicial acts on a dispute between the same persons on the same subject and grounds. If the major actors of the Russian economy decide to recourse to the provisions of the new law in disputes that have nothing to do with sanctions that may entail international tensions. The real purpose of the Lugovoy law is to create an extra tool to protect sanctioned persons and their interests. The opponents of those persons designated under some sanctions program shall not be able to recognise and enforce on the territory of Russia a judgment or arbitral award that in some extent appears to disadvantage Russian sanctioned persons. The author was followed by the objective to discover background and reasons behind the Lugovoy Law, as well as to attempt establishing its beneficiaries. Examining court proceedings versus Russian sanctioned persons abroad that have been commenced or disposed of within a month prior Andrei Lugovoy introduced his bill, it were found situations the Lugovoy Law would like to prevent and persons it tries to protect beforehand. In addition to this, the research focused on cases in Russian commercial courts wherein the Plaintiffs were trying to persuade the Commercial courts to apply the principles of Lugovoy bill before it has become law.
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Magallón Elósegui, Nerea. "Los acuerdos atributivos de jurisdicción a favor de un tribunal extranjero incluidos en un conocimiento de embarque: los usos y la libertad contractual en el sector maritimo. Comentario al auto de 5 de julio de 2019 de La AAP de Madrid (Sección 28) = Agreements conferring jurisdiction in favour of a foreign court included in a bill of lading: costums and contractual freedom in the maritime sector. Commentary on the order of 5 July 2019 of the AAP de Madrid (Section 28)." CUADERNOS DE DERECHO TRANSNACIONAL 12, no. 1 (March 5, 2020): 619. http://dx.doi.org/10.20318/cdt.2020.5208.

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Resumen: Los acuerdos atributivos de jurisdicción a favor de un tribunal extranjero incluidos en un conocimiento de embarque se han utilizado tradicionalmente en el sector marítimo como mecanismo que agiliza la práctica comercial a la vez que busca el equilibrio entre las partes que resolverán sus controversias ante un foro neutral y especializado. Sin embargo, la presencia de estas cláusulas en contratos estandarizados fomenta la discusión acerca de la existencia de una parte débil en la relación y la imposición de la cláusula sin su consentimiento y en detrimento de sus intereses. En esta decisión se vislumbra la dicotomía que ha resurgido a raíz de la nueva Ley de Navegación marítima que, con el objetivo de evitar los abusos inherentes a las cláusulas de sumisión sufridos por terceros poseedores de conocimientos de embarque, incorpora estrictas exigencias que alteran la línea seguida por la normativa europea.Palabras clave: Derecho Internacional privado, artículo 25 Reglamento 1215/2012 (Bruselas I bis), clausulas atributivas de jurisdicción, autonomía de la voluntad de las partes. Abstract: Jurisdiction agreements in favour of a foreign court included in a bill of lading have traditionally been used in the maritime sector as a mechanism that streamlines commercial practice while seeking a balance between the parties that will resolve their disputes in a neutral and specialized forum. However, the presence of these clauses in standardized contracts encourages discussion about the existence of a weak party in the relationship and the imposition of the clause without its consent and to the detriment of its interests. In this decision both positions are glimpsed reflecting a dichotomy that has resurfaced as a result of the new Law of Maritime Navigation which, with the aim of avoiding the abuses inherent in the submission clauses suffered by third parties possessing bills of lading, incorporates strict requirements that alter the line followed by the European regulations.Keywords: Private international law, article 25 R 1215/2012 (Brussels I bis), clauses conferring jurisdiction, autonomy of the will of the parties.
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Dissertations / Theses on the topic "Contract bill clause"

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Papadatou, Marina. "La convention d’arbitrage dans le contrat de transport maritime de marchandises : étude comparée des droits français, hellénique et anglais." Thesis, Paris 2, 2014. http://www.theses.fr/2014PA020008/document.

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Cette étude porte sur la question de l’efficacité de la convention d’arbitrage à l’égard des opérateurs du transport maritime de marchandises. Dans un premier temps, la question qui se pose est celle de la détermination du droit applicable à l’efficacité de ladite clause. A cet égard, notre attention se concentre sur l’interprétation et l’application des principes propres à l’arbitrage international par la jurisprudence maritime. L’examen des clauses d’arbitrage insérées dans un contrat de transport maritime ne saurait échapper aux spécificités du droit de transport maritime ainsi qu’aux dispositions des conventions maritimes internationales. Par ailleurs, l’approche du sujet par la méthode comparative nous permettra de découvrir, à travers les solutions concrètes finalement retenues dans les trois systèmes juridiques en question, que l’effet juridique de la clause compromissoire est directement lié à l a position contractuelle de ces opérateurs. Parmi les personnes impliquées dans le transport maritime, le destinataire des marchandises nous intéresse plus particulièrement. Ce dernier n’étant pas présent, en effet, au moment de la formation du contrat, les conditions de son engagement par une clause compromissoire insérée, presque toujours « par référence » dans le titre de transport, font l’objet d’un vif débat doctrinal et jurisprudentiel
This study is primarily focused on the enforceability of arbitration agreements incorporated in contracts of carriage of goods by sea. First, we will cover the important issue of determining the law applicable to these arbitration agreements. Special attention will be given to how courts tend to implement general international arbitration principles to maritime disputes. An arbitration agreement incorporated in acontract of carriage of goods by sea should also be analyzed in light of the specificities of maritime transport law and applicable international shipping conventions. Moreover, the comparative methodology used herein will show that the enforceability of arbitration agreements is closely related to the qualification of the operators involved in the contract. In particular, among the commercial players involved in the carriage of the goods, we sought to examine the legal position of the consignee of the goods. Indeed, since the consignee is absent at the moment of the contract formation, the binding effect there upon of the arbitration agreement, which is generally incorporated “by reference” to the bill of lading, is highly debated by scholars and judges
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2

Magnier-Merran, Kevin. "La facture." Thesis, Strasbourg, 2015. http://www.theses.fr/2015STRAA026/document.

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Document polyvalent, la thèse a pour ambition de démontrer que le détail juridique que la facture constitue en apparence, peut masquer des problématiques épineuses. La facture a été victime d'un détournement de fonction en raison de la pratique courante de l'insertion de données qui ne figureraient pas sur une facture rudimentaire. Il y a eu une inflation de la charge juridique contenue dans le document. C'est la possibilité du « phénomène contentieux » autour de l'acceptation d'une clause insérée dans la facture qui a permis à cette dernière d'intégrer la sphère contractuelle. Ce mouvement inflationniste s'est doublé d'une appropriation étatique du document. La juridicité du document a été renforcée par le législateur au nom d'un renforcement des conditions de libre concurrence conférant alors au document une dimension technique. Le document est alors marqué du sceau de l'autonomie, celle-ci menaçant alors d'autres droits fondamentaux et notamment, le principe de légalité, au nom d'une transparence invasive. La facture est alors sans aucun doute alors une image double. Ce qui saisit, c'est la trajectoire vécue par un document plus que polyvalent ayant pour point de départ une pratique naturelle et parvenant à un point d'arrivée technique et pesant. Le droit de la facture traduit fidèlement l'état d'un droit sous tension en ce que la législation obligatoire sur la facture est contraignante et ne répond pas aux exigences de sécurité juridique
Versatile paper, the thesis aims to demonstrate that the legal detail that the bill is apparently can hide thorny issues. The bill was the victim of a function of diversion due to the common practice of inserting data that do not appear on a rudimentary bill. There was an inflation of legal charge contained in the document. It is the possibility of " disputes phenomenon " around the acceptance of a clause in the bill which allowed the latter to integrate the contractual sphere. However, this movement is accompanied by another paradigm shift, when the legislature wished to seize the invoice into a competitive tool. Juridicity document has been strengthened by the legislature in the name of strengthening the conditions of free competition while giving the document a technical dimension. The document is then marked with the seal of autonomy, it then threatening other human rights, including the principle of legality, on behalf of invasive transparency. The invoice is then undoubtedly be a double image. What grabs is the trajectory experienced by a paper more versatile than having to base a natural practice and achieving a technical point of arrival and weighing. The right of the bill accurately reflects the state of a power law in that mandatory legislation on the invoice is binding and does not meet the requirements of legal certainty
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Books on the topic "Contract bill clause"

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Sepowski, Stephen J., ed. The Ultimate Hint Book. Old Saybrook, CT: The Ultimate Game Club Ltd., 1991.

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Inc, Game Counselor. Game Counselor's Answer Book for Nintendo Players. Redmond, USA: Microsoft Pr, 1991.

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Inc, Game Counsellor, ed. The Game Counsellor's answer book for Nintendo Game players: Hundredsof questions -and answers - about more than 250 popular Nintendo Games. Redmond, Washington: Microsoft Press, 1991.

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4

Stefan, Vogenauer. Ch.5 Content, third party rights and conditions, s.2: Third party rights, Art.5.2.3. Oxford University Press, 2015. http://dx.doi.org/10.1093/law/9780198702627.003.0096.

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This commentary focuses on Article 5.2.3 of the UNIDROIT Principles of International Commercial Contracts (PICC) concerning a contract's exclusion and limitation clauses. According to Art 5.2.3, the conferment of rights in the beneficiary includes the right to invoke a clause in the contract which excludes or limits the liability of the beneficiary. There has to be express agreement of the parties to give the benefit of an exclusion or limitation clause to the beneficiary. This would be the case in the ordinary ‘Himalaya clause’, contained in bills of lading. The burden of proof is on the third party that invokes the clause excluding or limiting liability.
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5

Yvonne, Baatz. Part II To Arbitrate or Not to Arbitrate? The Grey Area of Contracts of Carriage, 7 Incorporation of a Charterparty Arbitration Clause into a Bill of Lading and its Effect on Third Parties. Oxford University Press, 2016. http://dx.doi.org/10.1093/law/9780198757948.003.0007.

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This chapter discusses the practice of incorporating charterparty arbitration clauses into bills of lading and examines recent decisions of the English courts which have tended to take a flexible and liberal approach in determining the effectiveness of such incorporation. It notes that a restrictive approach to the recognition of the validity of such arbitration clauses results in a highly uncertain position for a carrier who may find itself having to arbitrate in different locations to respond to different claims arising out of the same incident. It also criticizes the European Court of Justice’s decision in Allianz SpA (formerly RiunioneAdriatica di SicurtaSpA) v West Tankers Inc (The Front Comor). The case has created the potential of much confusion on the enforceability of a charterparty arbitration clause incorporated into a bill of lading, and creates unnecessary unpredictability and the heightened potential of litigation costs to determine preliminary issues.
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Grant, Warren, and Martin Scott-Brown. Principles of oncogenesis. Edited by Patrick Davey and David Sprigings. Oxford University Press, 2018. http://dx.doi.org/10.1093/med/9780199568741.003.0322.

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It is obvious that the process of developing cancer—oncogenesis—is a multistep process. We know that smoking, obesity, and a family history are strong independent predictors of developing malignancy; yet, in clinics, we often see that some heavy smokers live into their nineties and that some people with close relatives affected by cancer spend many years worrying about a disease that, in the end, they never contract. For many centuries scientists have struggled to understand the process that make cancer cells different from normal cells. There were those in ancient times who believed that tumours were attributable to acts of the gods. Hippocrates suggested that cancer resulted from an imbalance between the black humour that came from the spleen, and the other three humours: blood, phlegm, and bile. It is only in the last 100 years that biologists have been able to characterize some of the pathways that lead to the uncontrolled replication seen in cancer, and subsequently examine exactly how these pathways evolve. The rampant nature by which cancer invades local and distant tissues, as well its apparent ability to spread between related individuals led some, such as Peyton Rous in 1910, to suggest that cancer was an infectious condition. He was awarded a Nobel Prize in 1966 for the 50 years of work into investigating a link between sarcoma in chickens and a retrovirus that became known as Rous sarcoma virus. He had shown how retroviruses are able to integrate sequences of DNA coding for errors in cellular replication control (oncogenes) by introducing into the human cell viral RNA together with a reverse transcriptase. Viruses are now implicated in many cancers, and in countries where viruses such as HIV and EBV are endemic, the high incidence of malignancies such as Kaposi’s sarcoma and Burkitt’s lymphoma is likely to be directly related. There are several families of viruses associated with cancer, broadly classed into DNA viruses, which mutate human genes using their own DNA, and retroviruses, like Rous sarcoma virus, which insert viral RNA into the cell, where it is then transcribed into genes. This link with viruses has not only led to an understanding that cancer originates from genetic mutations, but has also become a key focus in the design of new anticancer therapies. Traditional chemotherapies either alter DNA structure (as with cisplatin) or inhibit production of its component parts (as with 5-fluorouracil.) These broad-spectrum agents have many and varied side effects, largely due to their non-specific activity on replicating DNA throughout the body, not just in tumour cells. New vaccine therapies utilizing gene-coding viruses aim to restore deficient biological pathways or inhibit mutated ones specific to tumour cells. The hope is that these gene therapies will be effective and easily tolerated by patients, but development is currently progressing with caution. In a trial in France of ten children suffering from X-linked severe combined immunodeficiency and who were injected with a vector that coded for the gene product they lacked, two of the children subsequently died from leukaemia. Further analysis confirmed that the DNA from the viral vector had become integrated into an existing, but normally inactive, proto-oncogene, LM02, triggering its conversion into an active oncogene, and the development of life-threatening malignancy. To understand how a tiny change in genetic structure could lead to such tragic consequences, we need to understand the molecular biology of the cell and, in particular, to pay attention to the pathways of growth regulation that are necessary in all mammalian cell populations. Errors in six key regulatory pathways are known as the ‘hallmarks of cancer’ and will be discussed in the rest of this chapter.
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Book chapters on the topic "Contract bill clause"

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Dvořáková, Zuzana. "Postoupení smlouvy na řad." In Pocta prof. Josefu Bejčkovi k 70. narozeninám, 401–16. Brno: Masaryk University Press, 2022. http://dx.doi.org/10.5817/cz.muni.p280-0094-2022-19.

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The paper deals with the institute of assignment of a contract concluded to order. It focuses on the general meaning of the clause to order placed in the contract, the possibility of transferring the contract to order by a normal successive contract and the method of legitimacy of the assignee. Finally, it deals with the possibility of a blank tradition of such a contract. The aim is to find out to what extent the legal regulation of endorsements, which is inherently an institute of securities law, is reflected in the institute of contract law and how it affects it. Furthermore, the paper aims to find out whether the solution of selected issues, which has gained ground in bill of exchange law, will also apply to the assignment of the contract to order.
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Treitel, G. Uenter. "Bills of Lading and Bailment on Terms." In The Search For Principle, 115–42. Oxford University PressOxford, 2000. http://dx.doi.org/10.1093/oso/9780198298830.003.0007.

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Abstract For much of the twentieth century, the courts have been occupied (from time to time) with the problem of the extent to which third parties can be affected by terms of bill of lading contracts, and, in particular, by exemption and limitation clauses in such contracts. One technique (among many) used to resolve this problem has been to argue that, even though there was no contract between the party claiming the protection of the clause and the injured party, there was a bailment relationship between them incorporating the clause. The aim of this essay is to discuss this technique in the light of Lord Goff’s recent contribution to its development; it is offered by way of a small tribute to this among his many other outstanding contributions to the development of English contract law.
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Mcmeel, Gerard. "The Principles and Policies of Contractual Construction." In Contract terms, 27–51. Oxford University PressOxford, 2007. http://dx.doi.org/10.1093/oso/9780199229376.003.0003.

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Abstract Repugnant words may be rejected: omitted words may be supplied: words may be transposed: parentheses may be inserted: and false grammar or incorrect spelling may be disregarded: if the intentions of the parties sufficiently appear from the context. Over the last ten years there have been some eye-catching cases which have vigorously used the technique of contractual construction to correct errors in contracts and other documents: most famously, Investors Compensation Scheme Ltd v West Bromwich Building Society where parentheses and syntax were rearranged; more recently, The Starsin where some seventeen words from a standard form were read across into the botched Himalaya clause in the bill of lading before the court. Both cases also yielded important statements of principle. The former, of course, contains Lord Hoffmann’s famous five principles of contractual construction, probably known by heart by many commercial lawyers:
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Stephen, Girvin. "Part II Bills of Lading and Other Documents of Carriage, 9 Third Parties and Bill of Lading Terms." In Carriage of Goods by Sea. Oxford University Press, 2022. http://dx.doi.org/10.1093/law/9780198811947.003.0009.

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This chapter describes the solutions devised by the courts to remedy problems concerning bill of lading contracts and third parties. Apart from the original shipper and any named consignee, any person who becomes the holder of the bills of lading pursuant to the 1992 Act will also have contractual rights of suit vested in them. In certain circumstances, section 1 of the 1855 Act was ineffective in providing rights of suit as between the original contracting parties and third party consignees or endorsees. Where there was a bill of lading, the courts were willing to imply a contract between the consignee or endorsee and the carrier. This implied contract was a separate contract from the original contract between the shipper and carrier. The chapter also considers the special contract, suit in tort, bailment, the Himalaya clauses, and the Contracts (Rights of Third Parties) Act 1999.
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"trustee for such persons, and that such persons should be deemed to be parties to the contract. The Privy Council unanimously agreed that an appropriately worded clause could protect a third party and a majority held that this clause did serve to protect the stevedores. The court was prepared to treat the presentation of the bill of lading by the consignee as a unilateral offer of exemption which was capable of creating mutual obligations when the stevedores performed services for the benefit of the consignee by discharging the goods: New Zealand Shipping Co Ltd v AM Satterthwaite & Co Ltd [1975] AC 154, p 166." In Sourcebook on Contract Law, 774–77. Routledge-Cavendish, 1995. http://dx.doi.org/10.4324/9781843141518-307.

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"defendants, a firm of stevedores, negligently damaged a drum of chemicals and sought the immunity offered by a limitation clause contained in the bill of lading which governed the relationship between the plaintiffs and the carrier. The relevant clause provided that the ‘carrier’ included any person bound by the bill of lading, whether acting as carrier or bailee. The House of Lords held that, since the stevedores were not parties to the contract of carriage, they could not rely on the limitation clause, especially since the limitation clause did not mention the stevedores by name. One consequence of this decision was to restrict the effectiveness of exemption clauses, which, at the time, was a prime concern of the courts. However, desirable though it was seen to be to operate in this way, particularly in consumer contracts, the same result could have undesirable consequences in business dealings, as was demonstrated in Scruttons itself, by allowing a successful action against a third party in circumstances in which he could legitimately believe that the risk of loss had been allocated in a different direction. Since the decision in Scruttons, the Unfair Contract Terms Act 1977 has made it less important for the courts to manipulate common law rules in order to minimise the effect of exemption clauses, in which case, the courts should now be able to take a more realistic view of agreed allocations of risk, especially in consumer contracts. Because of the undesirable effects of the decision in Scruttons, methods have been employed to circumvent it. For example, it may be possible to treat one of the parties to the contract as the agent of the third party, but this requires a contractual provision worded in such a way as to include the third party within the range of people protected by the limitation. Moreover, the provision will also have to stipulate that a carrier, for example, contracts on his own behalf and as agent for the stevedore, and that the carrier has authority from the stevedore to contract in this way. In New Zealand Shipping Co Ltd v AM Satterthwaite & Co Ltd, machinery." In Sourcebook on Contract Law, 773. Routledge-Cavendish, 1995. http://dx.doi.org/10.4324/9781843141518-306.

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Steytler, Nico. "The Unravelling of the Constitution, Economy, and Constitutionalism in South Africa." In Constitutionalism and the Economy in Africa, 125—C5.P169. Oxford University PressOxford, 2022. http://dx.doi.org/10.1093/oso/9780192886439.003.0007.

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Abstract The South African constitutions of 1993 and 1996 and the constitutionalism they entrenched have played a significant, if not central, role in shaping a market economy, one forged on the basis that a developmental state would lead the transformation of apartheid South Africa. The Bill of Rights enshrined the basic elements of such an economy: the right to property, a competitive market, and (indirectly) the freedom of contract. As corrective measures, the rights of workers and employees were firmly safeguarded, while a ‘social’ state was established by entrenching socio-economic rights in order to ward against market failure to distribute resources equitably. Ample constitutional scope was given for the emergence of a developmental state, although, in line with best practice, decisions about currency stability were allocated to an independent central bank. Yet, during the Zuma presidency, the economy went into recession. The claim is now that certain constitutional elements hinder economic growth, for example, the property clause, workers’ rights, or the independence of the Reserve Bank, but they obscure the fact that the country’s economic problems originate in the realm of politics, policies, and an incapable state. The economic crisis will not be resolved by the Constitution and constitutionalism; nevertheless, any future policies and initiatives should be grounded on the bedrock of constitutionalism: inasmuch as constitutionalism brings stability, it is supportive and enabling of economic growth and the fair distribution of resources.
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"Construction Financial Models." In Application of ASTM E2691 Standard Practice for Job Productivity Measurement, 23–29. ASTM International100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, 2012. http://dx.doi.org/10.1520/mnl6520121210904.

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The difference in the prevailing financial models of operation in construction companies, specifically between the general contractor and subcontractors, has driven the industry to look for a common denominator for progress reporting, which has hampered the true measurement of productivity as the change of rate in construction project progress. The common denominator historically used is the exchange of money on a project, measured with accounting methods. However, this common measurement does not connect to the outcome of construction projects, which is CPIP. In other words, just because the subcontractor bills half of their contract value does not mean they are 50 % complete with the job. To combat this discrepancy, contractors and their customers have had to build in contract clauses such as liquidated damages, force majeure, no-damage-for-delay, and others, as well as retention and other punitive financial means for poor productivity.
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Fernández, Jonatan Echebarria. "Incorporation of dispute resolution clauses contained in the charterparty into the bill of lading." In Jurisdiction and Arbitration Agreements in Contracts for the Carriage of Goods by Sea, 55–97. Informa Law from Routledge, 2021. http://dx.doi.org/10.4324/9780429281891-3.

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"—SPECIAL CLAUSES/BREACHES OF CONTRACT/DAMAGES RELEVANT TO READINESS (INCLUDING DRAUGHT AND BILLS OF LADING AND FAULT OF OWNERS)." In Commencement of Laytime, 223–58. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203714973-13.

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Conference papers on the topic "Contract bill clause"

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Wang, Xuefeng, Bicheng Tang, Hanzhong Lu, and Jun Yuan. "Steel box girder manufacturing of Pelješac bridge." In 7th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2022. http://dx.doi.org/10.5592/co/cetra.2022.1371.

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A major construction milestone of Pelješac Bridge was reached at midnight on 29 July, 2021, as the deck was connected successfully. The extra-dosed cable-stayed bridge lies in the highly active seismic region with a designed ground acceleration ag= 0.34g, so the superstructure design of this bridge abandoned the regular concrete structure with poor plasticity, compared to concrete, steel has a better capability of shocks resistance and the designer adopted a steel box-shaped girder with a quantity of steel totaling 34,700t. This accounted for almost 50% of the entire bill of quantities, making the manufacture of the steel structure, its shipment, and on-site installation critical components of the project. Besides, the steel structure was designed with the strictest execution class EXC4 based on EN 1090-2. The specification requested near-perfect requirements for the appearance of the steel box girder. During the production, this project made extensive use of various welding robots and automatic or mechanical equipment. In addition, appropriate welding technology and manufacturing procedures ensured the quality level of EXC4. The global outbreak of the Covid-19 pandemic as force majeure had a serious impact on the steel structure production and transportation. Due to the shortage of cargo vessels the expense of ocean shipping increased dramatically. However, the contractor, China Road and Bridge Corporation (CRBC) overcame impossibilities beyond human control and utilized a simultaneous processing strategy by two manufacturers to decrease the construction period. At the meantime, CRBC relied on the shipment resource of its parent company China Communications Construction Company (CCCC) to deal with ship shortages in the global market. As a result, the steel structure fabrication and site installation were achieved in two years successfully. The acquired experience should be treated as a reference for similar mega sea-crossing bridge projects in future.
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