The starting point of any discuss on electronic bill of lading must as of necessity commence with the explanation of what a bill of lading is. A Bill of Lading is a document issued by, or on behalf of, a carrier or master to a sender, known as the shipper or consignor, which covers the carriage of goods destined to an ultimate receiver, known as the consignee. The bill of lading generally evidences the seller’s delivery of goods to an independent entity (the carrier) which takes over, inter alia, responsibility for the delivery to an ultimate buyer. The advancement of technology was the fulcrum upon which the electronic Bill of Lading lies. It is a recent development introduced to facilitate international trade and to reduce paper documents associated with international trade. The attendant complexities of modern day commerce have rendered obsolete the traditional means of transportation of goods over the sea as evidenced by a bill of lading. An electronic bill of lading is ordinarily the functional equivalent of a paper Bill of Lading. It clearly imitates the contents and functions of a paper bill of lading.The attendant relative novelty of this concept is the raison d'etre for this write up. The writer attempts to roll back the frontiers of ignorance by critically analysis and explaining what an Electronic Bill of Lading entails and its importance in this jet age.
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Pub Date : 2014-12-04DOI: 10.11575/SPPP.V7I0.42493
Whitney Lackenbauer, Adam Lajeunesse
The Arctic sea-ice is in a state of rapid decline. Barriers to navigation that once doomed the likes of Sir John Franklin and closed the shortcut to the Orient now seem to be melting away. The prospect of shorter, transpolar transportation routes linking Asian and Western markets has inspired excitement and fear, and particularly the latter when it comes to Canadian sovereignty. This paper confirms recent studies suggesting that, in spite of the general trend towards reduced ice cover in the Arctic Basin, environmental variability, scarce infrastructure and other navigational aids, and uncertain economics make it unlikely that the Northwest Passage will emerge as a viable trans-shipping route in the foreseeable future. Instead, the region is likely to witness a steady increase in resource, resupply, and tourist destinational shipping. Accordingly, concerns that this increased activity will adversely affect Canadian sovereignty are misplaced. Rather than calling into question Canadian control, foreign vessels engaged in local activities are likely to reinforce Canada’s legal position by demonstrating an international acceptance of Canadian laws and regulations. Rather than worrying about the “sovereignty” ramifications of Arctic shipping, the Canadian government should focus its short – and medium – term energies on the practical requirements of developing and maintaining safe shipping routes. At the heart of this requirement is ensuring that such activity is beneficial to Inuit, whose traditional “highways” will double as transits routes for resource carriers and cruise liners. If developed with an eye to those most directly affected, Canada’s Arctic waters can become a well-managed route to an increasingly attractive region, making our Arctic a destination rather than mere space through which to pass.
北极海冰正处于迅速减少的状态。曾经让约翰•富兰克林爵士(Sir John Franklin)等人命途末路、关闭通往东方捷径的航海障碍，如今似乎正在消失。连接亚洲和西方市场的更短的跨极地运输路线的前景既令人兴奋又令人担忧，尤其是当涉及到加拿大主权时。本文证实了最近的研究表明，尽管北极盆地的冰层覆盖面积总体呈减少趋势，但环境变化、基础设施和其他导航设备的匮乏以及不确定的经济因素，使得西北航道在可预见的未来不太可能成为一条可行的转运路线。相反，该地区的资源、补给和旅游目的地航运可能会稳步增长。因此，担心这种增加的活动将对加拿大主权产生不利影响是多余的。从事当地活动的外国船只非但不会对加拿大的控制提出质疑，反而可能通过表明国际社会接受加拿大的法律法规来加强加拿大的法律地位。与其担心北极航运的“主权”后果，加拿大政府应该把短期和中期的精力集中在发展和维护安全航线的实际需求上。这一要求的核心是确保这种活动有利于因纽特人，他们的传统“公路”将成为资源运输船和邮轮的过境路线。如果在开发时考虑到那些最直接受影响的人，加拿大的北极水域可以成为一条管理良好的通道，通往一个越来越有吸引力的地区，使我们的北极成为一个目的地，而不仅仅是一个过境空间。
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I propose a queuing theoretic research agenda for studying five questions about the effects that alternate invasive species control regulations have on consumers and producers in a nation such as the USA. The five questions are as follows. First, when can one justify a trade ban as an effective regulatory policy? Second, what are the attributes of credible pre-export certification schemes? Third, how does one determine the optimal number of inspectors in a stochastic context in which arriving ships may or may not be able to queue in a particular port? Fourth, should a port manager have a small number of inspectors inspect ships less stringently or should this manager have a large number of inspectors inspect ships more stringently? Finally, when should a port manager in (say) the USA use information about (i) the dollar value of the products being transported by ships from two exporting firms and (ii) the mean time it takes to inspect ships from these two firms to grant preferential treatment to one or the other exporting firm?
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A. Møllmann, Vibe Ulfbeck, Bent Ole Gram Mortensen
In recent years, there has been much focus on the Arctic. Thus, as the climate in the Arctic gets milder, new business opportunities arise. This is true both with regard to onshore and offshore activities. To oil companies, the prospect of being able to exploit the presumed large reserves of oil in the Arctic Ocean gives rise to consideration. Also, onshore mining has attracted interest. In Greenland, this includes mining of rare earth minerals, some of which can only be extracted by producing uranium as a by-product. Both offshore and onshore business activities will generate a number of related activities in support of the main activities. So will the general interest of the maritime transport sector in taking advantage of the shorter, arctic routes from Europe to Asia. Also tourism has the potential of becoming a prospering industry in the Arctic. Accordingly, also at a more general level, demands for goods, services and labour in the region must be expected to rise. Overall, climate change has given rise to an expectation of an increasing level of activity by private enterprises in the Arctic. However, with an increased level of activity also comes an increased level of risk that something will go wrong. For different reasons the realization of such risks in the Arctic may cause much greater damage than the realization of similar risks elsewhere. Thus, in many Arctic areas the economic survival of small local communities is dependent on the success of investment projects creating jobs and wealth for the inhabitants. If investments go wrong and turn out as failures, this may have profound negative impacts not only for the investor, but for society as a whole. Similarly, consequences of oil pollution at sea in the Arctic may well be much more far reaching than the consequences of similar accidents in other places. For example, it is a simple fact that the effects of oil pollution in the Arctic waters will last for longer than the effects of oil pollution elsewhere since the oil will not dissolve as easily in the cold Artic waters as elsewhere. In addition, large areas in the Arctic are only thinly populated and many areas are uninhabited and extremely difficult to get to. Thus, preventing, limiting and cleaning up after this type of incident poses special challenges. Given the magnitude and potential impacts of the realization of risks related to carrying out activities in the Arctic, the theme of ‘responsibility and liability’ calls for attention. The aim of this book is to explore these responsibility and liability issues.
{"title":"Responsibilities and Liabilities for Commercial Activity in the Artic: Introduction","authors":"A. Møllmann, Vibe Ulfbeck, Bent Ole Gram Mortensen","doi":"10.2139/SSRN.3091136","DOIUrl":"https://doi.org/10.2139/SSRN.3091136","url":null,"abstract":"In recent years, there has been much focus on the Arctic. Thus, as the climate in the Arctic gets milder, new business opportunities arise. This is true both with regard to onshore and offshore activities. To oil companies, the prospect of being able to exploit the presumed large reserves of oil in the Arctic Ocean gives rise to consideration. Also, onshore mining has attracted interest. In Greenland, this includes mining of rare earth minerals, some of which can only be extracted by producing uranium as a by-product. Both offshore and onshore business activities will generate a number of related activities in support of the main activities. So will the general interest of the maritime transport sector in taking advantage of the shorter, arctic routes from Europe to Asia. Also tourism has the potential of becoming a prospering industry in the Arctic. Accordingly, also at a more general level, demands for goods, services and labour in the region must be expected to rise. Overall, climate change has given rise to an expectation of an increasing level of activity by private enterprises in the Arctic. However, with an increased level of activity also comes an increased level of risk that something will go wrong. \u0000For different reasons the realization of such risks in the Arctic may cause much greater damage than the realization of similar risks elsewhere. Thus, in many Arctic areas the economic survival of small local communities is dependent on the success of investment projects creating jobs and wealth for the inhabitants. If investments go wrong and turn out as failures, this may have profound negative impacts not only for the investor, but for society as a whole. Similarly, consequences of oil pollution at sea in the Arctic may well be much more far reaching than the consequences of similar accidents in other places. For example, it is a simple fact that the effects of oil pollution in the Arctic waters will last for longer than the effects of oil pollution elsewhere since the oil will not dissolve as easily in the cold Artic waters as elsewhere. In addition, large areas in the Arctic are only thinly populated and many areas are uninhabited and extremely difficult to get to. Thus, preventing, limiting and cleaning up after this type of incident poses special challenges. \u0000Given the magnitude and potential impacts of the realization of risks related to carrying out activities in the Arctic, the theme of ‘responsibility and liability’ calls for attention. The aim of this book is to explore these responsibility and liability issues.","PeriodicalId":330289,"journal":{"name":"TransportRN: Maritime Transportation (Topic)","volume":"310 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1900-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122778771","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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