None
The captain liad not any right to run into Nieuwe Diep as a port of orders, for the destination of the cargo to Zwolle had not been altered. The necessity of running into Nieuwe Diep had not been sufficiently proved. A ship's council had not been held, an obli^'atiou to run in on account of sea-disaster had not been deposed, and it did not appear that the repairs, which principally concerned the former collision-damages, mio-ht not have been put off a short time longer. Zwolle could have been reached in a day from Nieuwe Diep, and, instead of this, the captain lost a whole week in correspondence. In his first letter from Nieuwe Diep to the consignee the captain did not rest on the necessity of the repairs of his ship at all as a reason for having to discharge, but on the crankness of the vessel. (Mag. v. H., ii. p. 211.)" — (Ul. p. 97.) THE LAW OF HOLLAND. 57- schade of onkosten hebbeu veroor- zaakt, zi jn laatstgemelden, hoezeer ten nutte van schip en lading- vrij- willig en na vereischte raadpleging gemaakt, geene gemene avarij. § 701. Bijzondeie avarijen zijn: 1°. Alle schaden en verliezen aan het schip of aan de lading overge- komeu door storm, neming, schip- breuk of toevallige stranding; 2°. Bergloonen en de kosfcen bij berging uitgegeven; 3°. Het verlies van, en de schade geleden aan kabels, anlters, tou- wen, zeilen, boegspriet, stengen, ra's, booten en scheepsgereed- schappen, veroorzaakt door storm of ander onheil op zee; 4°. Reelame-kosfcen en het on- derhoud en de gagien van het scheepsvolk gedurende de re- or expense, such damage or ex- pense, although incm-red pur- posely, after due deliberation, and for the common benefit of ship and cargo, is not general average (m). § 701. Particular averages are: 1 . All damage and loss occurred to the ship or cargo by storm, cap- ture, shipwreck, or casual strand- ing; 2. Salvage and the disburse- ments made at the saving; 3. The loss of, and the damage caused to cables, anchors, cordage, sails, bowsprit, topmasts, yards, boats, and tackle, by storm or other mischief at sea; 4. The charges of reclaiming, and the maintenance and wages of the crew during the reclaiming, (m) Dr. Rahusen is of opinion that the Code here only refers to claims on the part of the shipowner ; and leaves it an open question whether a merchant whose goods have been jettisoned from an unseaworthy ship m.ay not claim contribution, in the first instance, from the other owners of cargo ; each having a right of eventual recourse against the shipowner. (Compare § 73:i of the Code.) In no country is the doctrine of seaworthiness so strongly maintained against ship- owners and captiins as in Holland. The captain has to prove by sea-protest and log- book such perils as may be deemed sufficient to have caused the damage. If not successful in this proof, there is a presumption against him, and he is entitled neither to claim in general average nor to recover from the underwriters. No great weight is attached to the certificates of surveyors before the voyage, and they do not exonerate the captain from showing sea-peril as the cause of the disaster. Art. 479 of the Code runs thus : " The charterer owes no freight, and has a right to damages, if it is proved that the ship at the commencement of the voyage was not in a fit state to perform it. Such proof is allowed notwithstanding and against the certificates of survey before sailing." This is extended in practice to cover matters of general average and insurance. The onus prohandi falls on the captain, and the practical result is that, as a general rule, Dutch ships are always kept in a perfectly seaworthy condition. Hence jettison caused by unseaworthiness gives no claim in general average. L. P P 678 APPENDIX L. clame, indien slechts het schip of de lading zijn aangehouden ; 5°. Die bijzondere reparatien der fustage en de kosten van be- redding der beschadigte koopman- schappeu, voor zoo verre dit een en ander niet het onmiddellijk gevolg is van eene ramp die tot avarij- gros aanleiding geeft; 6°. De uieerdere vracht en de onkosten van laden en lessen welke, bij afkeuring van een schip gedurende de reis, moeten betaald worden, in de gevallen waarin, volgens de bepalingen van art. 478 van het Wetboek, de goederen door een ander schip voor rekening van de inladers worden vervoerd; en 7°. Ill het algeiueen, alle sehade, verliezen en de gemaakte onkosten die niet zijn veroorzaakt of ge- maakt opzettelijk en tot behoud en gemeen welzijn van schip en lad- ing, maar die zijn geleden door of gemaakt ten behoeve van het schip alleen, of voor de lading alleeu, en welke dien volgens, iiaar aanleiding van art. 699, niet onder avarij-gros behooren. § 702. Wanneer een schip uit hooide vap steeds bestaande droog- teu, ondiepten of banken, met zijne voile lading, noch van de plaats v/aar het vertrekken meet, noch iiaar de plaats van deszelfs be- sfceniming kan gevoerd worden, en if only the ship, or the cargO' alone, have been seized; 5. The special repairs of casks and the expenses of bringing in order the damaged merchandise, for as much as they are not the direct consequence of any casualty which constitutes general average ; 6. The sui'plus freight and the charges of loading and unloading, which must be paid if the ship is condemned during the voyage, in the cases in which the goods are forwarded by another vessel, for account of the shippers, according to the stipulations of the 478th art. of this Code ; and 7. Generally, all damage, loss, and expenses made which are not caused or incurred purposely and for the preservation and common good of ship and cargo, but which have been sustained or incurred on behalf of the ship alone, or for the cargo alone, and which conse- quently, according to § 699, do not belong to general average (n). § 702. When a shijD is prevented by existing shoals, shallows, or banks, from leaving the place of departure or reaching her place of destination with her full cargo, and a part thereof must thus be con- veyed to the ship by, or discharg-ed (/<) Cost of repair.'? to cargo at a port of refuge, when damaged by accident, is par- ticular average. THE LAW OF HOLLAND. 579 alzoo een gedeelte der lading met in lighters, such lighterage is not ligters aangevoerd of in ligters considered as average (o;. luoet gelost worden, worden zoo- danige ligter-loonen niet als avarij beschouwd. De kosten komen ten laste van het schip, ten zij bij cognoseemen- Tlie expenses are to be borne by the ship, if no other agreement ten of de chertepartij een ander [ has been made by the bills of beding zij gemaakt. ^ lading or charterparty (p). § 703. De bepalingen van de arts. 698, 699, 700, en 701, ten aanzien van de gemeene en bijzon- dere avarijen, zijn insgelijks toe- passelijk op de zoo evengemelde ligterschepen en op de voorwerpen in dezelve geladen. § 704. Indien gedurende de vaart, het zij aan de ligterschepen, het zij aan de goederen in dezelve geladen, eene schade overkomt, welke tot gemeene avarij behoort, wordt deze voor een derde door de ligterschepen, en voor twee derden door de aan boord van dezelve zich bevindende goederen, gedragen. Deze twee derden worden ver- volgens bij wijze van avarij -gros § 703. The rules respecting general and particular average contained in §§ 698, 699, 700, and 701 likewise apply to the lighters just mentioned and the objects loaded in the same. § 704. If, during their naviga- tion, any damage comes to the lighters or to the goods loaded therein which belongs to general average, one -third thereof is sup- ported by the lighters, and two- thirds by the goods which are on board of them at the time. These two-thirds are afterwards assessed as general average, on the (o) ^' Lighterage in the ordinary course of the voyage. — A captain cannot justify his putting into another port (Nieuwe Diep) near the port of destination (ZwoUe) and discharging cargo there, by saying that be could not reach that port of destination on account of the great draught of his vessel. His delay at Nieuwe Diep, and the discharge of the cargo itself was not warrantable ; it only followed from the ship's draught that the captain was authorized to transfer the cargo into lighters at Nieuwe Diep, and at his own charges to get it forwarded to ZwoUe. (Mag. v. H., ii. p. 218.)" — (Ul. J). 100.) See supra, p. 516, note (/). {p) " Lighterage in the ordinary course of the voyage. —The words appended in English charter-parties as to the delivery at the port of destination ' or so near thereunto as she may safely get,' do not free the ship from bearing the lighterage costs which are necessary to bring the vessel down to such a draught as to enable her to get up to the port of destination. (Mag. v. H., iv. 1862, p. 123 ; ihid. xvii. 1875, p. 123.) On the other hand, it has also been decided that when the chai-ter-party contains this clause, the captain is not liable for the cost of lighterage, which must be borne by the consignees. (Mag. V. H., vi. p. 239 ; ibid. x. p. 271.)" p p 2 580 APPENDIX L. omgeslagen over het principale schip, de vrachtpenningen en de geheele lading; die der ligtersche- pen daaronder begrepen. § 705. Wederkeerig blijven de goederen, in de ligterschepen ge- laden, in gemeenschap met het principale schip en de overige lad- ing, en dragen in de gemeene ava- rijen, welke aan het schip en de lading mogten zijn overgekomen, tot op het oogenblik dat de eerst- gemelde ter plaatse hunner be- stemming zullen zijn gelost, en aan de geconsigneerden overgeleverd. § 706. Goederen die nog niet zijn ingeladen, het zij in het princi- pale schip, het zij in de vaartuigen bestemd ora dezelve naar het schip over te voeren, dragen in geen geval, in de rampen die aan het principale schip waarin dezelve ge- laden moeten worden, overkomen. § 707. De schade, aan de koop- mansehappen overgekomen uit hoofde dat de schipper verzuimd heeft de luiken digt te sluiten, het schip behoorlijk vast te maken, bekwame werktuigen tot het hij- schen te bezorgen, en door alle an- dere ongevallen, uit opzet of achte- loosheid van den schipper of het scheepsvolk voorkomende, zijn bij- zondere avarijen, waarvoor de in- lader zijn verhaal heeft op den schipper, het schip en de vracht. § 708. De loods-, sleep- en an- dere gelden om de havens of rivier- en in of uit te loopen, alle tollen principal ship, the freight, and the whole cargo, including that of the lighters. § 705. Reciprocally the goods laden in the lighters continue in common with the principal ship and the remainder of the cargo^ and participate in the general aver- ages which may have come to the ship and cargo, till the moment the first-named shall have been landed at their place of destination and delivered to the consignees. § 706. Goods not yet laden either in the principal ship or in the ves- sels destined to convey them toher,. do not in any case participate in tlie casualties befalling the princi- pal ship in which they are to be laden. § 707. Damage come to the mer- chandise in consequence of the master having neglected to close the hatches, to make the ship pro- perly fast, or to provide proper means of hoisting, and of all other misfortunes caused by de- sign or carelessness of the master or crew, is particular average, for which the shipper has his re- course against the master, the ship, and the freight. § 708. The pilotage, towage, and other dues to enter or leave har- bours or rivers, all tolls and ex- THE LAW OF HOLLAND. 581 en uitgaven bij het afvaren en voorbij zeilen, alle tonne-, anker-, vuur-en baak-gelden, en alle au- dere reg-ten, die tot de scheepvaart betrekkelijk zijn, zijn geene ava- rijen, niaar gewone kosten voor rekening van het schip ; ten zij bij het eognoscement of de cherte- partij anders bedongen zij. Diese kosten komen nimraer ten laste van de verzekeraars, ten zij in het bijzonder geval, dat dezelve zijn het gevolg van eenige onvoor- ziene en buitengewone omstandig- heden g-edurende de reis opgeko- men. § 713. Ingeval van schade aan eeii verzekerd schip, door zeerarap geleden, draagt de verzekeraar slechts twee-derden der kosten, tot de reparatie vereischt, ora het even of dezelve al of niet hebbe plaats gehad, en zulks in evenredigheid van het verzekerde to het onverze- kerde gedeelte. Een derde blijft voor rekening van den verzekerde wegens vooronderstelde verbeter- ing' van oud tot nieuw. § 714. Indien de reparatie heeft plaats gehad, wordt het bedrag der kosten bewezen door rekenin^en en alle andere uiiddelen van bewijs, en, des noods, door be- grooting van deskundigen. penses at the de|>arture or passage, all tonnage, anchorage, beaconage, or light dues, and all other duties relative to navigation, are not aver- age but usual expenses for ac- count of the ship, unless it be otherwise agreed upon by the bill of lading or the charterpartj. These expenses never come to the charge of the underwriters, un- less in the particular case of their being the consequence of some un- foreseen and extraordinary cir- cumstances occurring during the voyage. § 713. In case of damage to an insured ship, sustained by perils of the sea, the underwriter only bears two-thirds of the costs of the re- pairs, whether they have actually taken place or not, and this in pro- portion of the insured to the unin- sured part. One-third remains for account of the insured to set off the supposed amelioration by new for o\d(q). § 714. If the repairs have taken place, the amount of the costs thereof is proved by accounts, and any other evidence, and, if need be, by an estimate by experts. (q) " Deduction of a third for ship's gear sacrificed. — The rule of $§ 713, 716, about the deduction for difference between new and old, applies also to general average. The law lays the onus probandi that the article was new, and consequently not liable to deduction, on the captain on account of the shipowner. The rule of § 716, that no deduction lakes place if the ship is new and on her first voyage, does not apply with regard to its gear, but the captain must give proof that the sacrificed article (in the ■case of some hawsers disputed) is new. (Mag. v. H., xvi. p. 246.)" — (Ul. p. 103.) 582 APPENDIX L. In geval de reparatie niet ge- daan is, wordt het bedrag derzelve door deskundigen begroot. If the repairs have not been done, the amount thereof is esti- mated by experts. § 715. Indien het, dee needs na verhoor van deskundigen, blijkt, dat door de gedane reparatie, de waarde van het sohip meer dan een derde is vermeerderd, betaalt de versekeraar, in evenredigheid als bij § 713 is vermeld, het voile be- loop der gemaakte kosten, onder aftrek der door verbetering ver- meerderde waarde. § 71.5. When it appears, if need be from the experts' report, that the value of the ship has increased by more than one-third, owing to the repairs, the underwriter pays, in the proportion mentioned in § 713, the full amount of the ex- pense incurred, after deducting the increase of value. § 716. Indien daarentegen de verzekerde, des noods na begroot- ing als voren, bewijst, dat de re- paratie geene verbetering of ver- merdering der waarde van het sohip, hoegenaamd, heeft te weeg gebragt, en wel bepaaldelijk doordien het schip nieuw en op deszelfs eerste reize de schade heeft geleden, of doordien de schade is aangekomen aan nieuwe zeilen of nieuw scheepsgereedschap, of wel aan ankers, ijzeren ketting-kabels I of aan eene nieuwe koperen huid, heeft de aftrek van een derde gcen plaats, en is de verzekeraar ver- pligt het geheel beloop der re- paratie-kosten, in evenredigheid als bij § 713 is vermeld. te ver- goeden. § 716. On the other hand, if the assured proves, if need be by the report as aforesaid, that the value of the ship has not been aug- mented in any way by the repairs, especially from her being new, and having suffered the damage on her first voyage, or by the damage havino- occurred to new sails or new tackle, or to anchors, chain- cables, or new copper sheathing, then the deduction of one-third does not take place, and the under- writer is bound to make good the whole costs of the repairs, in the proportion mentioned in § 713 (r). (r) This article applies iu terms ouly to particular average, but in practice no di.s- tinctioii is drawn between particular and general average in this respect. THE LAW OF HOLLAND. 583 Tweede Afdeeliiig-. Van het omslaan en dragen der avarij-grosse of gemeene avarij. § 722. De berokening eu verdeel- ing vail avarij-grosse geschiedt ter plaatse, waar de reis eindigt, ten zij partijen deswege andere be- dingen hebbcu g-emaakt. § 723. Bij het stakeii eerier reis binnen dit land, of bij stranding der sehepen aldaar, worden de re- kening en verdeeling opgeniaakt ter plaatse, van waar de scliepen binnen dit land zijn vertrokken of hadden nioet'On vertrekken. § 724. i)e berokening en ver- deeling der avarij -gro.sse worden gedan ten verzoeko van den schippor en door dcskundigen. De deskundigen worden be- noemd door de partijen of door de regtbank van arrondissement der plaat.s, waar de berekening en ver- deeling binnen het koningrijk gesehieden inoeten. De deskundigen moeten Avorden beeedigd, voor dat zij hunne werkzaaniheden beginnen. De verdeeling meet worden ge- homologeerd door de regtbank van het arrondissement. Second Section. Of the Assessment and Apportion- ment of General Average. § 722. The adjustment and ap- portionment of the general aver- age should be made at the place where the voyage ends, unless the parties thereto have sii])ulated otherwise. § 723. In ease of the interrup- tion of the voyage within this country, or of the stranding of the ship there, the adjustment and apportionment is to be made up at the place, in. this country, from which the ship set sail or was to have set sail. § 724. The estimate and appor- tionment of general average are made at the request of the master, and by experts. The experts are appointed by the parties or by the district court (s) of the jjlace where the estimate and apportionment must bo made in tbis country. The exports must be swi.irn pre- vious to beginning their work. The apportionment must be sanc- tioned by the district court (^). («) ^'' Non-renmiciation of authorized experts. — If the captaiu and the consignees in India have agreed ' to bring to Amsterdam the case in dispute, as to the existence or non-existence of a general average in case the average statement is made,' this is nothing more than a deviation from the rule that the assessment and distribution are to be made where the voyage ends, but not an agreement to leave the assessment and dis- tribution to adjusters at the captain's option. (Mag. v. H., xv. p. 141.)" — (Ul. p. 107.) [t) "The custom," says Dr. Eahuseu, " is thai tlie adjuster .is appointed by the 584 APPENDIX L. Buiten's lands wordt de avarij- gros door de aldaar daartoe be- voegte magt opgemaakt. § 725. Bij eene geheele staking der reis onder weg, of verkooping van de lading in eene noodhaven, beide buiten dit land voorvallende, Avorden de vordering, berekening en verdeeling der schade gedaan ter plaatse, alwaar zoodanige stak- ing of verkoop voorvalt. gemeene avarijen § 727. De worden gedragen: Door de waarde van het sehip in den staat waarin hetzelve aange- komen is, met bijvoeging van liet- geen bij vergoeding van gemeene avarij wordt verstrekt; Door de vracht, onder aftrek In foreign parts, the general average is adjusted by the autho- rity eompeteiit there. § 725. In case of the entire breaking up of the voyage on the way, or of a sale of the cargo in a port of refuge, taking place out of this country, the claim, adjust- ment, and apportionment of the loss is to be made at the place where such breaking up or sale occurs (u). § 727. General average is to be borne: By the value of the ship in the condition in which she arrives, with addition of whatever is com- pensated in general average (x) ; By the freight (y), after deduc- iiiterested parties, and that the adjustment, if disputed, is submitted in Amsterdam to the decision of a permanent committee of three legal men of standing, who give their opinion without appeal. In Rotterdam the dispute is submitted to the ordinary juris- diction of the Courts." (m) When a ship is wrecked or condemned at a port of refuge, and the goods are sent on to their destination, the proper place for adjusting the general average is the port of destination of the goods, in cas-e they are brought thither for risk and account of the shipowner. If, however, no ship can be chartered at the port of refuge or in a neighbouring port, then the voyage ends at that port, and the adjustment must be made there, althougli the cargo may be subsequently carried by the owner of it to its original destination. {x) As to the contributory value of the ship, the law of Holland seems to be the same as that which has been stated to be the law of England. Custom, however, is in so far at variance with the law that, if the ship has been valued in her damaged state at the port of refuge, that value is adopted as her contributory value, adding the amount to be made good, and deducting posterior damages. This custom seems to be based principally upon convenience, as a second valuation is thereby avoided. (y) When freight is absolutely prepaid, its share of general average is payable, as in England, by the charterer. Advances on freight made by the charterer or shipper, and insured by them for captain's account, contribute upon the same principle, and the share of general average is paid by the underwriter of the advance. If the captain is charged with the pre- mium, but the insurance is really not effected by the charterer or the shipper, these must pay the share of general average themselves. THE LAW OF HOLLAND. 585 van de gagien en het onderlioud van het scheepsvolk, en Door de waarde van de goede- ren, welke zich ten tijde van het voorvallen der schade aan boord, of in de ligters of booten hebben bevonden, of welke voor de ramp uit nood zijn geworpen en vergoed geworden ; of wel tot dekking van avarij-kosten hebben moeten wor- den verkoopt. Gemunt geld draagt in de ge- nieene avarij naar den koers der plaats waar de reis eindigt. § 728. Ue ingeladene goederen ■worden begroot naar derzelver "waarde op de plaats der lossing, onder korting van de vracht, in- komende regten en kosten der ontlading, mitsgaders der bij- zondere avarij, gedurende de reis ten laste derzelve gevallen. Dit lijdt uitzondering in de vol- gende gevallen: Wanneer de berekening en de verdeeling opgemaakt moeten wor- den ter plaatse waar de schepen binnen dit land zijn vertrokken, of hadden moeten vertrekken, wordt de prijs der ingeladene goederen bepaald naar de waarde die dezelve ten tijde der inlading hebben ge- had, met de onkosten, tot aan tion of the wages and provisions of the crew (z) ; and By the value of the cargo which at the time of the occurrence of the loss was on board, or in the lighters or boats, or which before the dis- aster had in case of peril been thrown overboard and have been made good; or which may have been sold to cover average ex- average penses. Specie contributes to the general average at the rate of exchange at the place where the voyage ends. § 728. The goods on board are to be valued according to their price at the place of discharge, deducting the freight, import dues, and expenses of unloading, to- gether with any particular average come to their charge during the voyage. This is subject to the following exceptions: When the adjustment and ap- portionment are to be made up at the place within this country from which the ship sets sail, or was to have set sail, the value of the goods on board is to be taken at their worth at the time of ship- ment, with the expenses till on board, not including the premium [z) The deducting of provisions is plainly wrong on principle, but it is the rule. It is to be remarked that, as the Dutch law with regard to the payment of the crew's wages is the same as our own common law previously to the passing of the Merchant Shipping Act, that is tu say, as the crew forfeit their wages if the ship be totally wrecked, it is right in principle, as it is in practice, to deduct from the contributory value of the freight the entire amount of wages, not merely reckoning from the time of the general average act, but from the commencement of the voyage, or from the last preceding earning of freight ; and the same rule ought to be followed in English adjustments of general average on Dutch ships. 686 APPENDIX L. boord, de premie van assurantie daar niet bijgerekend; eu iu geval de goederen be^thadig-d zijn, naar derzelver wezeiilijke waarde. Wanneer, buiten's lands, de reis geheel wordt gestaakt, of de goe- deren worden verkocht, en de avarij te dier plaatse niet heeft kunnen worden opgeniaakt, alsdan wordt de prijs, dien de goederen onder weg waardig zijn, of ter plaatse der verkooping zuiver hebben opgebragt, als het dragend kapitaal berekend. § 729. De over boord geworpene goederen worden gewaardeerd vol- gens den marktprijs van de plaats der ontlading van het scliip, na aftrek der vraeht, inkomende reg- ten en ordinaire onkosten; der- zelver aard en gesteldlieid Avorden opgemaakt uit cognoseementen, facturen, en andere bewijzen. of insurance; and, in case the goods are damaged, their actual value. AMien, abroad from this coun- try, the voyage is wholly broken up, or the goods have been sold, and the average cannot be made up at that place, then the sum which the goods would be worth under way, or that wliich they have fetched at the sale, must be taken as their contributing capi- tal (a). § 729. The goods thrown over- board must be valued according to the market price at the ship's port of discharge, deducting the freight (b), import duties, and ordinary expenses; their quality and condition is to be determined by bills of lading, invoices, and other proofs (e). {a) When the voyage is broken up at some intermediate place, the values at the place where it is broken up form the basis of the adjustment. If, however, the captain, as is his duty, hires another ship, and sends the cargo to its desf.iuatiou, that is not a breaking up of the voyage, and the basis of adjvistment must in that case be the value of the cargo at the port of destination. (i) "The legal rule that from the market price of the jettisoned goods the full amount of freight must ahcays be deducted, and only the balance be compeusated to the owner of the goods sacrificed, I regard, looking- at ^ 481 of the Dutch Code, as mistaken. According to § 4S! (here incidentally deviating from the German Code), freight of goods jettisoned for the common safety is to be paid in full to the shipowner, and by the shipper, for that whole section of the Dutch Code is treating only ' of the rights and duties of the shipowner and the shipper.' By the sacrifice of the goods, th(;ir market price at the place of destination, including freight, is lost by the cargo-owners, and so the sum totul of these ought not to be diminished. A deduc- tion of freight is only justifiable then, when as for example the case is in the German Code, no freight is to be paid on goods sacrificed, so that the shipper is spared freight by reason of the sacrifice." — (Ul. p. 109.) (c) When the goods jettisoned either were damaged at the time, or must have become damaged had they remained on shipboard, the damaged value only is allowed, as in England. The principle is, that he whose goods are jettisoned never may be a gainer, but must be brought into the same position as if his goods had remained on board. THE LAW OF HOLLAND. 587 § 730. Indieu de aard of lioe- danigheid der koopmanschappen bij het cog-noscement verkeerdelijk is opgegeveii, en deze eeno grooterc waarde liebbeii, wordt de scliade over dezelve omgeslagen oj) den voet van de wezenlijke waarde, indien zij behoudenzijn gebleven. Doch zoo zij door vs^erping ver- loren zijn geraakr, wordt de scliade vergoed volgens de hoedanigheid bij het cognoscement opgegeveu. Indien de opgegevene koopman- schappen van eene minder e hoe- danigheid zijn dan bij het cogno- scement is aangewezeii, dragen zij in de schade volgens de hoedanig- heid bij het cognoscement op- gegeven, indien zij belioudon zijn gebleven. Zij worden betaald op den voet van hare wezenlijke waarde, in- dien zij over boord geworpen zijn. § 731. De mondbehoeften, de kleederen van het scheepsvolk en de dagelijksche kleederen der pas- sagiers, gelijk mede de voor de verdediging van het schip ver- eischte ammunitie, dragen niet in de schaden van het werpen der goe- dereu. De waarde van al hetgene van dien aard over boord geworpen is, wordt vergoed bij omslag over alle andere ffoederen. § 730. If the kind or quality of the merchandise has been inac- eiu'ately described in the bill of lading, and they are more valu- able, the loss is assessed thereon at the rate of the real value, if the goods have been saved. If, however, they have perished by jettison, the loss is made good according to the quality mentioned in the bill of lading. If the goods mentioned are of a lower quality than is stated in the bill of lading, they contribute to the loss according to the quality mentioned in the bill of lading, if they have been saved. Thev are made good at the rate of their real value, if they have been jettisoned. § 731. Provisions, wearing ap- parel of the crew, and ordinary wearing apparel of the passengers, likewise ammunition provided for the defence of the ship, do not contribute towards the loss by jettison (d). The value of all such articles, if themselves jettisoned, is to be made good by assessment over all the goods. § 732. De goederen, waarvan i § 732. The goods of which no geen cognoscement van den schip- bill of lading of the captain exists, per voorhanden is, of die niet op or which are not mentioned in the het manifest der lading staan, manifest, are not compensated if {d) " Although jettison only is spoken of iu § 731, the rule holds good in all othci- cases of general average sacrifices." — (Ul. p. 111.) 588 APPENDIX L. worden niet betaald, indien zij over boord geworpen zijn; zij dragen in de scliade, zoo zij zijn behouden gebleven. § 733. De goederen, op den over- loop van het schip geladen, dragen mede in de schade, indien zij be- houden zijn gebleven. Indien de schipper de goederen, buiten kennis of toestemming van den inlader, op den overloop heeft geplaatst en dezelve zijn geworpen of door de werping beschadigd, is de inlader tot den eisch van den omslag geregtigd, behoudens het verhaal van alle belanghebbenden op het schip en den schipper. they have been thrown overboard ; they participate in the loss if they are saved. § 733. Goods laden on the deck of the ship contribute to the average, if they remain in safety. In case the captain without the knowledge or concurrence of the shipper, has placed them on deck, and these goods have been thrown ovetboard or damaged through the jettison (e), the shipper is entitled to recover his loss in the general average; without prejudice to the rights of all parties concerned against the ship and master (/). {e) " Jeltison of unauthorized deck carffo. — If the captain has .stowed goods on deck •withoiit the shipper's permission, and has to throw them overboard to save ship and cargo from a common danger, the fact that the shipper is to be compensated in general average for the damage his goods have thereby suffered does not annul the liability of the captain to be sued on account of the deck cargo. The rule in § 733 is rather to be regarded as a special provi.sion deviating from general sea law to protect the shippers concerned, which by no means only reserves the right of the other cargo owners to have recoui'se against the captain, but also justifies the owner of the deck cargo himself to take measures. Under such circumstances the captain is not allowed to argue that he was compelled to the jettison by ris major. (Mag. v. H., xiv. p. 157.)" — (Ul. p. 112.) (/) This clearly implies that the shipment on deck is regarded as improper. Pre- sumably, if goods are so carried with the consent of the shipper, and are jettisoned, the loss would not be treated as general average ; how the case would stand as between the .shipper and shipowner is not defined. It appears that the shipper whose goods have been placed on deck without his knowledge, has a double remedy in case of jettison ; he may claim as general average, or he may claim direct from the shipowner. It is to be presumed that this clause only refers to claims on the part of the ship- owner. This may be inferred from § 733, where it is laid down that if the master, without the knowledge of the shipper, improperly loads certain goods on the deck, and these goods are afterwards jettisoned, the t-hipper may recover his loss as general average, leaving all parties concerned a right of ultimate recovery from the ship or master. Here, under the form of a particular instance, we have the principle laid down in the German law — that the party in fault not only is excluded from the benefit of contribution towards his own loss, but must ultimately make good to each other contributor that which he has been obliged to contribute by reason of his fault ; the contribution itself, as amongst the innocent parties, remaining intact. Any other THE LAW OF HOLLAND. 589 § 734. Indien niettegenstaande het werpen van goederen of het kappen van scheepstuigen, het schip vergaat, heeft geen onislag tot vergoeding plaats. De behouden geblevene of ge- borgene goederen zijn niet ge- houden tot betaling of tot vergoed- ing van geledene schade van de voorwerpen, die geworpeu, bescha- digd of gekapt zijn. § 735. Indien het schip door het werpen of kappen behouden blijft, en naderhand bij het vervolgen zijner re is vergaat, en alsdan goe- deren geborgen worden, dragen alleen de geborgene goederen in de werping, naar de waarde welke zij alsdan hebben, na aftrek van de bergloonen. § 734. In case that, notwith- standing the jettison of the goods or the cutting away of the ship's tackle, the ship is lost, no contri- bution shall take place. The goods which escape, or are salved, are not liable to contribute towards making good the loss suffered by the articles thrown overboard, damaged, or cut away. § 735. In case the ship is pre- served by means of the jettison or cutting away, and afterwards, in prosecuting her voyage, is lost, and goods are eventually saved, the saved goods (g) alone contribute to the jettison, according to the value which they then have, after de- duction of the cost of salvage Qi). rule must occasionally work an injustice — e.g., in case of jettison of cargo from an unseaworthy ship, there clearly ought to be contribution as amongst the owners of cargo, suppnsing the t^hipowner to be insolvent. With regard to the jettison of deck-load to lighten a ship in case of stranding, Dr. Rahusen says that there has been on this point no legal decision in the Dutch Courts, and it is hardly possible to say what the Courts would decide ; but that he himself is accustomed to allow such jettison as general average. He cannot, however, say that there exists any decided custom on this point. {g) Goods sold at a port of refuge on account of damage do not contribute to any subsequent average disaster. (A) " Cargo nold in a port of refuge has not to bear the general average alone if ship and cargo are lost later. — The ship Maria Agnes, on her voyage from Java to Holland, sus- tained such damages (in part general average) that she had to put into Simon's Bay as a port of refuge. Part of the cargo of coffee there showed signs of damage, and was therefore sold by the captain, who now did not raise money for the repiirs of the ship on the credit of the shipowner, but met the expenses of repairs by the proceeds of the sale. On the further voyage both ship and cargo were totally lost, and the adjusters appealed to § 735 as a ground for bringing the proceeds of the cargo sold at Simon's Bay, being a saved object, into general average. The tribunal resorted to for the final decision of the dispute condemned the shipowner to reimburse the proceeds of the sale in Simon's Town, deducting the full freight falling on that part of the cargo, but decided, too, that there was no case for general average. The sale of the damajfed cargo had taken place in the port of refuge, under the management of the captain acting as negotiorum geslor for the owners of the cargo. Consequently the captain is 590 APPENDIX L. § 7.36. Indien liet scliip en de lading, door kappen of andere schade aan het schip toegebracht, behouden blijven, doch de goede- ren naderhand vergaan of geroofd worden, heeft de schipper geene aanspraak op de eigenaars, in- laders of geconsigneerden dier goederen, om in den omslag dier kapping of schade te dragen. § 737. Indien de goederen door schuld of toedoen van den inlader of geconsigneerde verloren gaan, dragen zij evenwel in de gemeene avari j. § 738. In geen geval, behoeft de eigenaar eener lading in gemeene avari j meer te dragen, dan de waarde der goederen, zoo als die bij derzelver aankonist Avaardig zijn; onverminderd zoodanige kos- ien als, na het vergaan van het schip of de opbrenging en aan- houding der goederen, door den schipper te goeder troiiw, zelfs zonder last, zijn gedaan, om van het vergane iets te redden, of de opgebragte goederen te reclame- ren, al ware zulks zonder goed gevolg. § 739. Indien, ua den gedaneii omslag, de geworpene goederen § 736. In case the ship and cargo are preserved by the cutting away or other hurt done to the ship, but the goods afterwards are lost or stolen, the captain has no claim against the owners, shippers, or consignees of such goods for contribution towards such cutting away or hurt. § 737. In case the goods are lost through the fault or act of the shipper or consignee, they shall still contribute to the general average. § 738. In no case must the owner of goods bear in general average a larger amount than the value of his goods in the condition in which they arrive; excepting such expenses as, after the wreck of the ship, or captvu-e or detention of the cargo, are incurred by the captain in good faith, even without orders, in order to save something from the wreck, or to reclaim the captured goods, although Ihe at- tempt may have been ineffectual. § 739. If after the assessment, the goods thrown overboard have bound to refund the proceeds, and cannot maintain that it belonged to the value of the lost ship and went down with it. Also the abandonment of ship and freight in thi.s case was not permissible, but the responsibility of the owner was a personal one. As to the applicability of § 735, it cannot be concluded from it that— because ffoods saved have to contribute to a general average, even if the vessel is totally lost after those measures of safety have been taken — that goods also which have been sold in a port of refuge on account of particular damage shoiild alone contribute to the general average in case of the loss of ship and cargo. (Mag. v. H.. x. p. 5.)" — (Ul. p. 113.) THE LAW OF HOLLAND. 591 door de eigenaars ziju terug beko- ruen, zijn zij geliouden hetgeen zij voor dezelve in de verdeeling ont- varigen hebben, aan den schipper en de belanghebbenden bij de lading in te brengen, onder aftrek der schade, onkosten en berg- loonen. In dat geval, wordt de gcmelde inbreug door het sebip en de be- langhebbenden in dezelfde even- rediglieid genoten, als zij in de schade der werping hebben ge- dragen. § 740. Indien de eigeuaar der geworpene goederen dezelve terug bekoJiit, zonder eenige vergoeding te vordereu, draagt hij, in geen geval, in de gemeene avarij, na de werping aan de behouden ge- blevene goederen overgekomen. BOEK 11. TIT. V. Van Bevra( httng. § 478. De bevrachter of iulader is, in geval de schipper genood- zaakt is gedurende de reis het schip te lateu vertimmeren, ge- houden de vertininiering af te wachten, of (des verkiezende) de lading, tegen voldoening van de geheele vracht en de verschuldigde avarij -grosse, en onder de be- palingen bij Artikel 511 voor- geschreven, naar zich ie nonieu. beeji recovered by the owners, these are bound to return to the master, and the parties concerned in the cargo, what has been as- signed to them for the same by adjustment, under deduction of damage, charges, and salvage. In such case the ship and parties concerned participate in what is thus brought in, in the same pro- portion in which they have contri- buted for the loss by the jettison. § 740. If the owner of the goods thrown overboard recovers the same without claiming any indem- nity, he in no ease contributes to general average sustained after the jettison by the goods which have remained safe. BOOK II. TIT. V. Of AffreightiMent. §■ 478. In case the captain is obliged, during the voyage, to have his ship repaired, the freighter or shipper is bound to await the repairing, or (at his election) to take away his goods on payment of the fidl freight and the general average that is due, and on com- plying with the conditions of Art. 511 of this Code(i). Hij is, gedurende den tijd der During the time of the repairing (t) That is, he must likewise make good any expense vrhich his withdrawal of his property may occasion, such as the breaking out and restoring of other portions of the cargo to get at them. 592 APPENDIX L. vertinimering, geene vracht ver- schuldigd, indien het schip bij de maand vervracht is, noch vermeer- dering van vracht, indien de ver- vrachting voor de reis geschied is. Wanneer het schip niet mogt kunnen worden vertimmerd, is de schipper gehouden, voor zijne re- kening en zonder verhooging van vracht te mogen eischen, een ander schip of andere schepen te huren, cm de lading naar de besteinming'S- plaats te vervoeren. Indien de schipper geen ander schip of schepen, op te plaats of nabij gelegene plaats, heeft kun- nen bekomen, is hem de vracht niet verder verschuldigd dan in evenredigheid van de reeds af- gelegde reis. In dit laatste geval blijft de zorg voor de voordere vervoering der goederen aau elk der inladers overgelaten; onverminderdde ver- pligtiug van den schipper, om hen niet alleen van den staat der zaken te doen kennis dragen, maar ook om alle tusschen tijds vereischt wordende maarregelen, tot behoud der lading, in het werk te steUen. Alles, ten zij door partijen anders mogt zijn bedongen. § 480. Indien de schipper zich, naar aan^e'ding van Art. 372, in de noodzakelijkheid heeft bevonden, goederen te verkoopen, is de vracht van die goederen verschuldigd, bij behoudene aankomst van het schip, no freight is due in case the ship is freighted by the month, nor any augmentation of freight in case it is by the voyage. If the ship cannot be repaired, the captain is bound, on his own account and without having any claim for enhancement of freight, to hire another ship or ships, in order to forward the cargo to its place of destination. 