BUSINESS LAW REPORT

Carriage of Goods by Sea

Submitted By:
Salman Khan
Qudsia Saleem
Sadia Rafique
Muhammad Nazir Ansari

Submitted To:
Sir Syed Qamar Abbas Zaidi
 ACKNOWLEDGEMENT

First and the foremost, we humbly thank Great Almighty Allah for His Great help
in our great accomplishment of this project which is made on the topic apparently
provided on the title page of this report.

We would like to thank the management of Bahria University who offered this
course to us and facilitated us throughout the entire project.

At last but not the least, we be obliged a great deal of gratitude of our respected
facilitator PROF.SYED QAMAR ABBAS ZAIDI who helped us and guided us through
out in accomplishing this project and without the help of his it could not possible
 Table of Contents

Serial No. Titles Page No

01 Letter of Authorization 03

02 Letter of Acceptance 04

03 Letter of Transmittal 05

04 Abstract 06

05 Executive Summary 07

06 Proposal for Report 08

07 Introduction of a Project 09

08 Case Study 12w

09 Introduction of a Topic 33

10 Conclusion 34

11 Recommendation 34

12 Bibliography 38
 LETTER OF AUTHORIZATION

The Manager Dec 18, 2017

Bismillah Ampoule Industry
Plot no. 106 Industrial Area
Landhi,
Karachi.

Subject: Permission for company visit.

Respected Sir,

Our students of BBA, Bahria University Karachi are assigned to make a report on Law of
Partnership and for that purpose we would like to visit your company. The main essence of this
letter is to seek for your permission for the completion of our report.
The visit is to last few hours only and include the complete information about the company. The
visiting group is comprised of a group of three students. I hope that this visit will help us broaden
and increase our knowledge.
We thank you in advance for your time consideration and looking forward to hear from you soon.

Sincerely,
Director
(Bahria University Karachi Campus)
 LETTER OF ACCEPTANCE

19TH Dec, 2017

DHL Express Head Office
Jinnah International Airport,
Karachi.

To,
The Director
Bahria University Karachi Campus,
13-National Stadium Road,
Karachi.

Subject: Acceptance for company visit.

Respected Sir,

I am writing this letter to you on behalf of the board and management of DHL Express and
Logistic. Without much bother, I am pleased to inform you that your request for the visit of our
company has been accepted.
The visit should be last for 2 hours only and students should maintain discipline while visiting us.
We will help the students in getting information and will co-operate with them; we hope that this
visit will help them to acquire their desire goal.

Sincerely,
Najeeb Ullah Khan
Director Customer Service
(DHL Express)
 LETTER OF TRANSMITTAL

21TH Dec, 2017

MR. Syed Qamar Abbas Zaidi

Professor of Management Science Department
Bahria University Karachi Campus.

Respected Sir,

We are submitting you the report, due on 21 Dec 2017 that you requested. The report is
entitled Carriage of Goods by Sea. The purpose of this report is to get more and more
information on the ordinance which the companies situated in Pakistan is following.

The content of this report centered on all the data on Carriage of Goods by sea.
This report also outlines details of the important things and detail description, recommendation
and conclusion.

Thank you for granting us with this report and we look forward to work with you soon again.

Sincerely,
Muhammad Nazir Ansari
(GROUP HEAD)
 SYNOPSIS

Project Topic:
“Carriage of Goods by Sea”
Introduction: - The carriage of goods means the transportation of goods from one place to
another within the country or from one country to another. The transportation of goods plays an
important role in commercial transactions, and consequently in the economic development of a
country. The law relating to carriage of goods is therefore, of great significance. There are three
persons involved in cases of carriage of goods. They are:-
1) Carrier
2) Consignor or shipper
3) Consignee
In spite of recent developments in other forms of transport carriage by sea remains the most
usual way of transporting goods overseas. In terms of the weight, well over 90% of goods are so
carried. Sea transit may last for several weeks during which the goods will be subject to the
dangers inherent in the sea transit.

Objectives:
This research has been designed to fulfill certain underlying objectives, which could facilitate in
better understanding of the topic. These objectives could be classified as follows:
1. To study in detail the rules relating to carriage of goods by sea .
2. To know about the importance of the bill of lading in carriage contracts
3. To know in brief about the sale contracts based on sea carriage.

Research Methodology:
Since the research is a non-doctoral one, therefore the data would be mainly collected from
secondary sources of information. These will include books, journals and internet.

Chapterization:
a. Synopsis
 b. Project work
1. Introduction
2. Contract of Affreightment
3. Bill of Lading: Types and Functions
4. The Carrier’s Responsibilities under a Bill of Lading
5. The Carrier’s Immunities
6. The Shipper’s Responsibilities and General Clause
7. Sale contracts based on sea carriage
8. Bibliography

Bibliography:
Books:

1) A Text book on Mercantile Law by P.P.S.Gogna

2) Day and griffin:-The Law of International Trade
3) Schmitthoff’s Export Trade (The Law and Practice of International Trade)
 Carriage of Goods by Sea

In the commercial life of any country, the need for carrying goods from one place to another cannot be over
emphasized. Also, goods are to be moved from one country to another. For these purposes, a contract of
carriage is to be entered into. The persons, organizations or associations which carry goods are known as
carriers. It is the normal, indeed crucial, incident to the contract of sale that the goods should be shipped to
the buyer .Depending on the type of contract we are dealing with; this duty may fall either on the seller or
the buyer. The party who arranges for the goods to be shipped is the shipper.

“Carriage is simply the transportation of goods/cargo from one location to another. It involves
loading, stowage, transportation, unloading and delivery.”

Definition of a contract of carriage:-A contract of carriage of goods is a contract of bailment for

reward. It may however, be noted that a contract of carriage is not an ordinary contract of
bailment. It is something more than that because the liabilities of the carrier (i.e. the person
transporting the goods) are more than those of the bailee.
There are three persons involved in a contract of carriage. They are:-
1) Carrier: A person who undertakes (i.e. agrees) to transport the goods, is called a carrier (or
carrier of goods).
2) Consignor or shipper: A person, who delivers the goods to the carrier for transportation, is
called a consignor or shipper.
3) Consignee: A person to whom the goods are addressed and to whom the carrier should deliver
the goods is called a consignee.

KINDS OF CARRIERS

The carriers may be classified into two types:-

i) Common carriers
ii) Private carriers
Common carriers: - A common carrier is one who is engaged in the regular business of
transportation of goods, and undertakes for hire, to transport the goods of any person who
chooses to employ him. The term “common carrier “is defined as:
“Common carrier denotes a person, other than the Government, engaged in the business of
transporting for hire, property from place to place, by land or inland navigation, for all persons
indiscriminately. Persons include any association or body of persons whether incorporated or
not.”1

Characteristics of a common carrier: The characteristics of a common carrier are as follows:-

1) The common carrier must be engaged in a regular business of transportation of goods. A
person who occasionally transports the goods is not a common carrier.
2) The common carrier must carry on his transportation business for money. A person, who
transports the goods free of charges, is not a common carrier.
3) The common carrier must transport the goods only. A carrier who carries passengers is not a
common carrier.
4) The common carrier may be an individual, a firm or a company. Bu the government is not
considered as a person for this purpose. Thus, the post office is not a common carrier although it
may carry goods.
5) The term common carrier is applied to the transportation of goods by land and inland water
ways. It does not apply to carriage by sea or air.
6) The common carrier must transport the goods of all persons without any indiscrimination.2 As
a matter of fact, a common carrier is bound to transport the goods of any person provided there is
space in the vehicle. If he refuses to transport the goods besides there being space in the vehicle,
then the carrier is liable to pay damages.3
If a common carrier reserves the right to refuse to transport the goods of some person, he is
not a common carrier.

1
Section 2 of the Carriers Act, 1865
2
As used in section 2 of the Carriers Act, 1865
3
Crouch v London & North Western Rly Co., (1854) Ex 556
There are certain exceptional circumstances when the common carrier can lawfully refuse to
transport the goods of any person. These circumstances are:
a) If there is no space in the vehicle
b) If the goods are not of the type which he usually transports as a common carrier.
c) If the reasonable charges for carriage are not paid
d) If the goods are unlawful, of dangerous nature or improperly packed
e) If the destination is not on his normal route, and also if the destination can be reached only
through area of disturbance.
RIGHTS OF A COMMON CARRIER

There are certain rights that a common carrier possesses. These are:-
1) Right to receive charges: A common carrier is entitled to receive the agreed charges
(remuneration) for his work i.e. for transportation of goods. If the charges for his work are not
agreed, then he is entitled to receive reasonable charges.
It may also be noted that a common carrier can also demand advance payment. But if he accepts
the goods without demanding payment of freight in advance, then he cannot afterwards claim
payment until he carried the goods to the destination.4
2) The carrier is also entitled to charge extra for the risk in respect of scheduled articles.
However, such extra charges must be displayed at the place of booking in English as well as in
the language of that place.5
3) Right of particular lien: The right of lien means a person’s right to retain the goods until the
lawful charges due in respect of the goods are paid to him. A common carrier can exercise his
lawful right of lien, over the goods transported by him, for his charges.

LIABILITIES OF A COMMON CARRIER

1) The liability of any common carrier for the loss or damage to any [property (including
container pallet or similar article of transport used to consolidate goods) delivered] to him to be
carried, not being of the description contained in the schedule to the Carriers Act, 1865, shall not

4
Crouch v Great Northern Rly Co. (1856) 11 Exch 742
5
Section 4 of the Carriers Act, 1865
be deemed to be limited or affected by any public notice; but any such carrier, not being the
owner of a railroad or tramroad constructed under the provisions of Act 22 of 18636 may by
special contract, signed by the owner of such property so delivered as last aforesaid or by some
person duly authorized in that behalf by such owner, limit his liability in respect of the same.
2) The liability of the owner of the railroad or tramroad constructed under section 22 of 1863, is
not limited by special contract. However, the owner of such railroad or tramroad will be held
liable for loss to goods caused by negligence or criminal act on his part or by his agents or
servants.7 Thus, where any loss or damage of goods is caused by criminal acts of the carrier or
his servants or agents, the liability cannot be limited by special contract.8
3) Common carrier liable for loss or damage caused by neglect or fraud of himself or his agent:
In simple words, a common carrier is liable to pay damages if loss/damage to the goods is caused
by fraud or negligent act of himself or his agent. But when damage to goods takes place due to
an accident taking place ( example bursting of the tyre of the vehicle) it will not constitute
negligence on the part of the driver and it cannot be said that the carrier did not take proper care
in maintaining tyre of the vehicle. Thus, the carrier is not liable to pay damages. 9
A carrier will also not be held liable if the consignment of goods is wrongly delivered.10

BURDEN OF PROOF:- In any suit brought against a common carrier for the loss, damage or
non-deliver of goods (entrusted to him) for carriage, it is not necessary that the plaintiff prove the
fault of the carrier by showing the negligence or any other criminal act of the carrier, his
servants or agents.11
In other words, the burden of showing that the damage to goods was not caused due to the
negligent act of the carrier or his agents or servants would be entirely on the carrier.12

2) Private carrier: A private carrier is one who casually or occasionally transports the goods of
persons of his own choice. He is not engaged in the regular business of transportation of the

6
See now the Land Acquisition Act, 1894, Sec 2
7
Section 7 of Carriers Act, 1865
8
Gaya Muzaffarpur Roadways Co. v Fort Gloster Industries Ltd., AIR 1971 Cal 494
9
State of Rajasthan v Mehta Transport Co., AIR2002 Raj 157
10
The Manager, Doars Transport (P) Ltd. V Canara Bank , AIR 1992 Mad 324
11
Hussainbhai Mulla Fida Hussain v Motilal Nathulal, AIR 1963 Bom 208
12
Assam Bengal Roadways Ltd. V Union of India, AIR 1988 Kant 157
goods. The private carrier reserves his right to accept or reject the goods offered to him by
carriage. In other words, he undertakes to transport the goods of others on special terms which
are mutually agreed upon between him and the consignor.

Characteristics of a private carrier

1) The private carrier is not engaged in the regular business of transportation of goods.
2) The private carrier is not bound to transport the goods of all persons. He reserves the right to
accept or reject the goods offered to him for transportation.
3) The private carrier transports the goods for selected persons of his own choice, and not for
everybody.
4) The private carrier may also transport the goods gratuitously i.e. without any charge.

COMPARISON BETWEEN A COMMON CARRIER AND A PRIVATE CARRIER

Common Carrier Private carrier

1) Engaged in the regular business of
Transportation of goods.
2) Transports the goods of all persons
Without any discrimination.
3) Always transports the goods for hire
(i.e. charges)
4) Does not reserve his right to reject the
Goods.
5) Liabilities of a common carrier are
Governed by Carriers Act, 1865.
Not engaged in the regular business
Of transportation of the goods. He
Occasionally transports the goods
Of others.
Does not transport the goods of
All persons.
may also transport the goods
without any charges.
Reserves his right to reject the
Goods.
Liabilities are not governed by
Carriers Act, 1865 but by the
 CARRIAGE OF GOODS BY SEA

Carriage is frequently the final step in a contract for the sale of goods. The shipper is often the vendor
of the cargo. The ultimate consignee is often the buyer of the cargo. Risk and title to the goods will often
pass during the course of the contract of carriage. There is a general presumption that title passes when risk
passes but this is a rebuttal presumption. The exact point at which risk and title pass depends on the terms
of the contract of sale and the intention of the parties.

Contract of Affreightment: A contract to carry goods by sea is called the “contract of

affreightment” and the consideration or charges paid for the carriage is called the “freight”. A
contract of affreightment may take either of the two forms, namely—
(i) a charter party, where an entire ship, or a principal part of a ship is placed at the disposal of
merchant known as a charterer); A charter party may be for a particular period, or for a particular
voyage. In the former case it is called a time charter party and in the latter case, a voyage charter
party has no specific form; the form varies from trade to trade depending on the customs of the trade.
(ii) a bill of lading where the goods are to be carried in a general ship and the person consigning the
goods is known as a shipper.
There are three persons involved in a contract of affreightment. These are:-
1) Ship-owner: A person who is the owner of the ship and undertakes to transport the goods is
called a “ship-owner”. In other words, he is the carrier of the goods.
2) Charterer: A person, who hires the ship and delivers the goods to the ship-owner for
transportation, is called a charterer. In other words, he is the consignor of the goods and is also
known as a shipper.
3) Consignee: - A person to whom the goods are addressed and to whom the ship-owner should
deliver the goods is called a “consignee”.

TYPES OF FREIGHT

1) Lump sum freight: - While freight is normally arranged according to weight, measurement or
value, the shipper may agree to pay a lump sum as freight for the use of the entire ship or a portion
thereof. In this case, the amount of freight payable by the shipper is fixed and invariable and , if
the ship-owner is ready to perform his contract, is payable whether the shipper uses the hired
space to full capacity, or loads below capacity or does not load at all. Moreover, in the absence of
agreement to the contrary, the whole lump sum freight is payable if only part of the loaded cargo
is delivered by the ship-owner at the port of destination and the remainder is lost. However, the
ship-owner cannot claim lump sum freight if he is unable to deliver at least part of the cargo.
2) Pro rata freight: - It is the freight which is payable proportionate to the goods loaded on the
ship or to the use of carrying capacity of the ship. Sometimes, ship-owner agrees to load the full
cargo. But only loads and carries a part of it. In such cases also, he will be entitled to pro-rata
freight only unless there is an express agreement for the payment of the whole freight.
3) Dead freight: - Where the shipper fails to load the cargo or the full cargo after arranging
with the ship-owner for its carriage, he is in breach of the contract of carriage and is liable to pay
the agreed freight as damages (dead freight). But the ship-owner, who uses the freight space
which would have been taken up by the goods of the defaulting shipper, and carries therein
goods of other shippers, has to deduct the earned freight when claiming damages.
4) Back freight: - When the delivery of the goods has been prevented by events beyond the control of
ship owner or his master, the master is empowered to take steps in dealing with the goods. The ship
owner then becomes entitled to charge the shipper or the cargo owner back freight to cover expenses
incurred by the shipmaster.
5) Primage: - It is the extra freight which is payable, by an agreement, to the captain of the ship. It
is calculated at a fixed percentage on the ordinary freight. As a matter of fact, it is a sort of
reward to the captain of a ship for taking care of the cargo put on board the ship. Nowadays, the
payment of primage is not a common practice.

THE CARRIER’S ( IMPLIED)RESPONSIBILITIES UNDER A BILL OF LADING

The common law implies three undertakings by the carrier into a contract of carriage by sea.
These terms may be excluded by express terms in the contract. The common law differs in these
matters from the Hague-Visby Rules. The three terms relate to the seaworthiness of the vessel, to
deviation from route and to delay.
SEAWORTHINESS

When goods are to be carried by sea the fitness of the vessel which is to do so is obviously a
matter of concern to any person having an interest in the goods. At common law it is an implied
term of the contract of contract that the ship shall be seaworthy. A ship is not seaworthy if it
has a defect which a prudent owner would have required to be rectified before sending the ship
to sea. This requirement is absolute; the ship must be seaworthy and it is not enough that every
effort has been made to make it so.
The ship must be seaworthy in two respects. It must be fit to sail on the particular voyage or a
particular stage of the voyage and it must be fit to receive the particular cargo. As regards the
ship itself, unseaworthiness can take many forms. It may be a physical defect, such as inefficient
engines but it may also take the form of incompetence on the part of the crew. In this respect the
ship must be seaworthy when it sails and there is no breach of term if it is so but becomes
unseaworthy while on the voyage.
E.G. The Maori King (Cargo owners) v Hughes13, a ship was held to be unseaworthy in respect
of a cargo of frozen meat because refrigeration equipment was defective. In this respect the ship
must be seaworthy when the cargo is loaded and there is no breach of the implied term if it
becomes unfit for the cargo after the cargo has been loaded.
The legal effect of a breach of the term will depend on the effect of the breach on the contract. If
the breach results in unseaworthiness which is such as to frustrate the commercial purpose of the
contract of carriage the cargo owner will be entitled to repudiate the contract. If it is not so
serious he must rely on the action for damages. Under a contract for carriage in a general ship the
cargo owner will normally be in the latter position unless he is the original shipper. Also, if there
is a breach of the implied term, the carrier cannot rely on a clause absolving him from liability
for some cause of loss or damage unless the loss/ damage was actually caused by the
unseaworthiness.
On the other hand, under the Hague-Visby Rules, the carrier is liable before and at the beginning
of the voyage, to exercise due diligence to make the ship seaworthy, properly man, equip and

13
[1895] 2 QB 550, CA
supply the ship and make the cargo spaces fit and safe for the reception, carriage and
preservation of goods. This is identical with the common law but in this case, the burden on the
carrier is only to exercise due diligence to make the ship seaworthy. It is not absolute like that in
common law. If due diligence has not been used to make the ship seaworthy the carrier will be
liable for any loss or damage resulting from the unseaworthiness even though the primary cause
of the loss of damage was one for which the carrier would not otherwise be liable under the
Rules.

DEVIATION

There is an implied undertaking at common law in any contract for the carriage of goods by sea
that the vessel will at unreasonably deviate for the agreed route or, if there is no agreed route,
form the usual route or, if there is no usual route, from the direct route. Since the undertaking is
implied it can be excluded by an express term in the contract.
There is no breach of the term if a ship deviates on reasonable grounds as, for example, to avoid
the dangerous weather or to save the life at sea, although deviation to save property at sea is not a
permitted deviation art common law as it is under the Hague-Visby Rules.14
The importance of the term for the cargo owner lies in the legal effect of a breach of the term by
the carrier. Any voluntary and unjustified deviation is a fundamental breach of the contract of
carriage. In consequence, the cargo owner is entitled to repudiate the contract and, if he does so,
the carrier will lose the benefit of any immunity in the contract protecting him from liability for
loss or damage except those available to a common carrier and even the common carrier’s
defences will only be open to him if he can prove that the loss or damage would have occurred
even if there had been no deviation.
Example:-Joseph Thorley Ltd. V Orchis Steamship Co15.-A vessel carrying goods from Cyprus
to London deviated, at the beginning of the voyage, to ports of Eastern Mediterranean. When the
vessel arrived at London the cargo was damaged by the negligence of the stevedores unloading
it. When the cargo owner sued in respect of this damage the carrier pleaded a clause in the
contract absolving him from liability for any such damage. It was held that because the vessel
had deviated the cargo owner was entitled to repudiate the contract of carriage and the carrier

14
Rio Tinto Co v Seed Shipping Co (1926) 42 TLR 381
15
[1907] 1 KB 660, CA
was not then entitled to the benefit of the community unless he should show that the damage by
stevedores in London would have occurred even if the vessel had not deviated in the Eastern
Mediterranean, a demonstration which clearly presented some difficulties.
A cargo owner is not bound to repudiate the contract in these circumstances. He may waive the
breach of the undertaking either expressly or by implication. Any such waiver will not, however,
affect the rights of a subsequent indorsee of a bill of lading who takes it without knowledge of
the deviation.
Under the Hague-Visby Rules any deviation in saving or attempting to save life or property at
sea or any reasonable deviation is not deemed to be an infringement or breach of the Rules or of
the contract of carriage and the carrier is not liable for any resulting loss or damage. The Hague-
Visby Rules are silent as to the legal effect of an unreasonable deviation on the contract of
carriage and the position will therefore be as at common law.
A deviation, in addition to being a breach of the contract of carriage by sea, may amount to a
breach of a contract of sale by a seller who has agreed, expressly or by implication, that the
goods will be carried on a particular route. The legal effect of such a breach would, of course, be
a matter to be decided under the law on the sale of goods.

DELAY

At common law there is an implied undertaking by the carrier that the voyage will be carried on
without undue delay. In many cases delay will amount to deviation. The Hague-Visby Rules are
silent on this matter.

DUTIES OF A CARRIER BY SEA

In case of carriage of goods by sea, the carrier is the ship-owner or the charterer who enters into
a contract with the consignor (shipper) for the carriage of goods. The duties of a carrier by sea
are:-
1) Duty to exercise due diligence: - It is the most important duty of a carrier by sea. The duty
requires that the carrier shall be bound, before and at the commencement of the voyage, to
exercise due diligence in respect of the following:-
(a) To make the ship seaworthy
(b)To properly man, equip and supply the ship
(c) To make the holds, refrigerating and cool chambers, and all other parts of the ship in which
the goods are carried, fit and safe for their reception, carriage and preservation.
The words “before and at the beginning of the voyage” are important in respect of the above
stated duties. This means the period from at least the beginning of the loading until the vessel
starts on the voyage. If there is failure to exercise due diligence during that period, the carrier
will be held liable for the loss. Thus, where the ship was seaworthy when the cargo was loaded
but was lost in fire before the beginning of voyage, the carrier was held liable for the loss.
2) Duty to load and handle the goods properly:-It is another duty of the carrier to be careful in
dealing with the goods to be carried on board the ship. This duty requires that the carrier shall
properly and carefully load, handle, stow (i.e. store or fill properly), carry, keep, care for and
discharge the goods carried by him.

THE CARRIER’S IMMUNITIES

Under the Hague-Visby Rules the carrier will not be liable for loss of or damage to the cargo
caused by the events below16. It should however be noted that these immunities will not avail the
carrier if he ahs not exercised due diligence to make the ship seaworthy and the loss or damage
was caused by the unseaworthiness.

(a) Act, neglect or default of the master, mariners, pilot or the servants of the carrier in the
navigation or in the management of the ship. While few problems have arisen concerning
“navigation”, difficulties have arisen on what is meant by “management of the ship”. It does not
include care of the cargo, which is a separate duty.

(b) Fire, unless caused by actual fault or privity of the carrier.

(c) Perils, dangers and accidents of the sea or other navigable waters. These are dangers to
which the sea transit is particularly prone, such as stranding, storms, collision and seawater

16
Art. IV (2)
damage. To come within the immunity it must be shown that the loss or damage was caused by
something more than the ordinary action of wind and waves. There must be an element of
fortuity about the event and it must not be some occurrence which in the ordinary course of
events should have been foreseen and guarded against.
Also, the carrier may be protected by this immunity even though the peril of the sea was not the
immediate cause of the loss or damage.

(d) Act of God. This is any natural event for which no human agency is responsible and against
which precautions could not reasonably have been taken. Thus, a carrier could not plead Act of
God when a ship went aground in a fog, since human agency was necessary to steer the ship on
the shoal.17

(e) Act of war. This is any direct hostile act resulting from war. War probably includes civil war
and does not necessarily involve an official declaration of war.

(f) Public enemies. The nature of these is unclear, though most authorities instance pirates.

(g) Arrest or restraint of princes, rulers or people or seizure under legal process. The phrase
“princes, rulers or people” in effect means “established governments” and the immunity covers
cases of government action such as embargoes, import bans, quarantine restrictions and the like.

(h) Quarantine restrictions. In view of the preceding immunity there appears to be no reason for
the appearance of this as a separate immunity as far as English law is concerned.

(i)Act or omission of the shipper or owner of the goods, his agent or representative

(j) Strikes or lockouts or stoppages or restraints of labour whatever cause whether partial or
general.

17
Liver Alkali Co v Johnson (1872) LR 7 Exch 267
(k) Riots or civil commotions. A civil commotion has been said to be an intermediate stage
between a riot and a civil war.18

(l) Saving or attempting to save life or property at sea.

(m) Wastage in bulk or weight or any other loss or damage arising from an inherent defect,
quality or vice of the goods. This exception, which in the common law is known as “inherent
vice”, covers any loss occurring through some natural defect or quality in the goods themselves,
as, for example, acid in the fertilizers eventually rotting the bags in which they were packed.”
The immunity will naturally not avail the carrier if the damage, though arising from the nature of
the goods, was caused by bad stowage.

(n) Insufficiency or inadequacy of marks

(o)Insuffiency of packing. This immunity, like the previous one, will not apply where there has
been bad stowage.

(p) Latent defects not discoverable by due diligence

(q) Any other cause arising without the actual fault or privity of the carrier or without the
fault or neglect of the agents or servants of the carrier…….The carrier will be able to claim the
benefit of this immunity only to the extent that he can prove the absence of fault, privity or
neglect.

BILL OF LADING

The term “bill of lading” may be defined as a document acknowledging the shipment of the
goods, and containing the terms and conditions upon which the goods are to be transported by
the ship. It is signed by the ship-owner or his authorized agent or by the master of the ship. It
should also be stamped.

18
Bolivia Republic v Indemnity Mutual Marine Assurance Co Ltd [1909] 1 KB 785, CA
 However, it must be observed that all countries do not follow the same form of legislation
globally. The broad categories may be stated as follows:
i. The Hague Rules.
ii. The Hague/Visby amendments.
iii. The Hamburg Code.
iv. Hybrid systems based on the Hague/Visby and Hamburg regimes

FUNCTIONS OF THE BILL OF LADING19

1. Bill of Lading as a Receipt: - The bill of lading will acknowledge the quantity of goods
put on board, their description and their condition. The bill of lading form will usually be
completed by the shipper or his forwarding agent and sent to the carrier. As the goods are
loaded they will be checked by tally clerks and if the particulars are found to be correct the
bill of lading will be signed for the carrier by his agent, the loading broker. However, the
evidentiary value of the bills in all these cases is not the same in all case and it depends upon
the circumstances of the case such as whether the bill falls within the Carriage of Goods by
Sea Act 1971 or not.

Bill Of Lading Falling Within The Carriage Of Goods By Sea Act 1971
Under Article III (3) of this Act, the carrier has to include the leading marks, the number of
packages or pieces or the quantity or weight of the goods and the apparent order and
condition of the goods on the bill of lading. The statements made on the bill of lading are
regarded as prima facie evidence of the receipt of the goods as described under III(4).

Bill Of Lading Not Falling Within The Carriage Of Goods By Sea Act 1971
Statements as to quantity:
According to Common Law, a statement specifying quantity received is a prima facie evidence
of the quantity shipped. The burden of proof lies on the carrier to prove that the cargo as
specified has not been shipped. This burden is an absolute one.

19
http://www.essexcourt.net/uploads/publication/BILLOFLD.doc
In the case of Smith v/s. Bedouin Steam Navigation Co [1896], the bill of lading stated that
1,000 bales of jute had been shipped, whereas only 988 bales were delivered. It was held that the
carrier could successfully discharge the burden of proof only if he could show that the goods
were not shipped, not merely that the goods may not possibly have been shipped.

There may be endorsements on the bill of lading with statements such as weight and quantity
unknown and the courts recognize these, since information on quantity entered on a bill of lading
is based on statements made by the shipper and which does the carrier not normally verify.
However, when the statements is contained as ‘ quantity unknown’ alongside the gross weight
entered by the shippers for the purposes of Section 4 the weight entered is not a representation that
the quantity was shipped.

Example: A bill of lading which states that 11,000 tones of cargo were shipped ‘ quantity
unknown’ means that the quantity is unknown and not that that amount of cargo was actually
shipped, this would be the meaning construed by the Courts.
According to the Hague/Visby Rules, the shipper can demand the carrier issue a bill of lading
showing ‘either the number of packages or pieces, or the quantity, weight etc as furnished in
writing by the shipper’. Accordingly, the carrier may use any of these three methods of
quantifying cargo. However, he cannot acknowledge one kind and disclaim knowledge of others.
In the case of Oricon v/s Integraan (1967), the bills of lading acknowledged the receipt of 2,000
packages of copra cake said to weigh gross 1,05,000 Kgs for the purposes of calculating freight
only. It was held that while each of the bills of lading being Hague Rules of bills of lading,
acknowledged the number of packages shipped as a prima facie evidence.
Regarding the evidentiary bill of lading is concerned; the Hague/Visby Rules serve as prima
facie evidence of the amount of cargo shipped.

Statements as to condition: Bill of lading usually contains the printed words, “Shipped in good
order and condition.” At common law, in the hands of the shipper, this statement is not even
prima facie evidence of the condition of the goods when shipped. It amounts merely to evidence
of the condition and if the goods arrive damaged the onus remains with the shipper to show that
the goods were shipped in In Compania Naviera Vasconzada V Churchill and Sim 20 timber was
stained with oil when shipped but a “clean” bill of lading was nonetheless issued to the shipper
who indorsed it to a third party. The indorsee sued the carrier in respect of the damage. The
carrier was estopped, by the statement in the bill of lading, from denying that the timber was in
good condition when loaded and was thus liable to the indorsee for the damage.
On the other hand, in Canadian and Dominion Sugar Co Ltd v Canadian National (West Indies)
21
Steamships the bill of lading contained the phrase “signed under guarantee to produce ship’s
clean receipt”, thus clearly incorporating the receipt terms into the bill of lading. The receipt
stated, “Many bags stained, torn and re-sewn.” The bill of lading statement thus qualified did not
estop the carrier from proving the condition of the timber when shipped.
Statements as to leading marks: Leading marks are the distinguishing marks, code marks,
symbols etc. placed on the goods or their containers by the shipper. Where the Hague-Visby
Rules apply, the carrier can refuse to enter them on the bill of lading unless they are such as
should ordinarily remain legible until the end of the voyage.
At Common law the carrier is entitled to show that goods shipped were marked otherwise than as
noted I the bill of lading as long as the marks in question are not material to the description of the
goods.
In Parsons V New Zealand Shipping Co.22 some carcasses of frozen lamb were found on arrival
to bear marks different from those in the bill of lading. The marks in question only reflected
details in the shipper’s storage system and were not related to the quality or description of the
carcasses. The carrier was thus entitled to prove that the carcasses delivered were the ones
actually loaded. It appears, however, that the carrier is not bound by any statement as to the
marks that indicate quality, on the grounds that he is not a judge of quality.

THE BILL OF LADING AS A DOCUMENT OF TITLE

A document of title is one which the law recognizes as representing the goods so that the
transfer of the document to a party will vest in that party the ownership or possession of the

20
[1906] 1 Lloyds Rep 642
21
[1947] AC 46, PC
22
[1901] 1 KB 548, CA
goods to which the document relates, provided that this transfer of rights was intended by the
parties. Some documents of title are so by virtue of the common law’s recognition or mercantile
usage while others have been made so by statute. The ability to transfer property rights in goods
by the transfer of a document is the keystone of international trade practice.
The bill of lading has long been recognized by the courts, following mercantile usage, as having
this quality. In E Clemens Co V Bidell Bros23, the buyer under a CIF contract was offered a bill
of lading but refused to pay until the goods themselves were delivered. It was held that since
possession of the bill of lading amounted in law to the possession of the goods the seller was
entitled to perform his part of the contract by handing over the document.

BILL OF LADING AS A NEGOTIABLE INSTRUMENT

A bill of lading is a document of title of the goods mentioned in it i.e. it is a symbol of the
ownership of the goods. Thus, the consignee named in a bill of lading is the owner of the goods
mentioned in it, and cans ell them while they are still in sea i.e. in transit. The goods can be sold
by the consignee by transferring the bill of lading to the purchaser. For the purpose of
transferring, the bill of lading may be classified into two types:-
1) Order bill of lading: - In this case, the goods shipped under a bill of lading are made
deliverable to “a particular person” or to “his order.”
2) Bearer bill of lading:-In this case, the goods shipped under a bill of lading are made
deliverable to a “name left blank” or to “a bearer”.
An order bill of lading can be validly transferred by making an indorsement in favour of the
transferee, and then delivering the same to him. And a bearer bill of lading can validly be
transferred by its mere delivery to the transferee. When the bill of lading is validly transferred,
the transferee becomes entitled to the goods mentioned in the bill of lading. This characteristic of
a bill of lading resembles that of a negotiable instrument. On account of this similarity between
the two kinds of instruments, a bill of lading is generally described as “quasi negotiable” or “as
good as negotiable”. It may be noted that a bill of lading is negotiable only in the sense that it is
transferable. Thus, in the strict legal sense of the term, a bill of lading is not a negotiable
instrument.
The points of difference between a negotiable instrument and a bill of lading:-
1) A negotiable instrument is a contract to pay money, and entitles its holder to receive the
money due on it. On the other hand, a bill of lading is not a contract to pay money. It entitles its
holder to obtain the goods covered by it i.e. mentioned in it.
2) In case of a negotiable instrument, a transferee who gets in good faith and for value (e.g. a
holder in due course) gets a better title than that of the transferor. But, the transferee of a bill of
lading does not get a better title than that of the transferor e.g. if he acquires it bonafide and for
value i.e. the transferee of the bill of lading gets it subject to any defect in the title of the
transferor.

Statement of Principles as per The (Indian) Bills of Lading Act, 1856.

The standard short form bill of lading is a part of the contract of carriage of goods and it serves a number
of purposes:

 it is evidence that a valid contract of carriage exists and it incorporates the full terms of the contract
between the consignor and the carrier by reference (i.e. the short form simply refers to the main contract
as an existing document, whereas the long form of a bill of lading (connaissement intégral) issued by
the carrier sets out all the terms of the contract of carriage);
 it is a receipt signed by the carrier confirming whether goods matching the contract description have
been received in good condition (a bill will be described as clean if the goods have been received on
board in apparent good condition and stowed ready for transport); and
 it is also a document of transfer, but not a negotiable instrument, i.e. it governs all the legal aspects of
physical carriage but, unlike a cheque or other negotiable instrument, it does not affect ownership of
the goods actually being carried. This matches everyday experience in that the contract a person might
make with a commercial carrier like FedEx is separate from any contract for the sale of the goods to be
carried.
KINDS OF A BILL OF LADING

A bill of lading is of the following types:-

1) Clean bill of lading: - It is a bill of lading which acknowledges the receipt of the goods in
their perfect condition. The perfect condition of the goods is indicated by using certain words in
the bill of lading such as “shipped in good order and condition. As a matter of fact, a bill of
lading begins with these words, and the ship-owner may cancel these words if the goods are not
in a perfect condition. It may be noted that in case of a clean bill of lading, the ship-owner is
bound to deliver the goods in the same condition in which they were at the time of loading,
excepting the ordinary depreciation of voyage. In this case, the ship-owner cannot take the
defence that the gods were not in a good order and condition when they were loaded on the ship.

2) Qualified bill of lading: - It is a bill of lading which does not acknowledges the receipt of
goods in the perfect condition. The use of certain words such as “goods shipped in a damp
condition: or “weight, value and contents unknown”: indicate that the goods are not in a perfect
condition. If the goods are not in a perfect condition, the ship-owner may retain these words, and
cancel the opening words reading as “shipped in good order and condition”. In this case, the
ship-owner qualifies his liability and is not bound to deliver the goods in the perfect condition.

3) Through bill of lading: - It is a bill of lading which is issued by a ship-owner for the
transportation of goods partly in his own ship, and partly in the ship of another ship-owner for an
inclusive freight. Sometimes the goods are to be carried partly by sea and partly by land, and the
ship-owner has charged for both the carriages i.e. by sea and land. In such cases also, the bill of
lading issued by the ship-owner is a through bill of lading. It may be noted that in such cases, in
the absence of any contrary provision, a contract is considered to be made with the ship-owner
who issues the bill of lading , and he would be liable for the loss occurring on any part of the
journey.
4) Received for shipment bill of lading: - It is a bill of lading which states that the goods have
been received for shipment. It may be noted that it is not a “proper bill of lading”. It operates
only as a receipt of the goods received for shipment. A proper bill of lading, also called the
“shipped bill of lading” is issued only after the goods are loaded on the ship. If a “received bill
of lading” is held by the charterer, he must after the loading of the goods, surrender it to the ship-
owner and obtain from him the “shipped bill of lading”.

OTHER DOCUMENTS (RELATED TO CARRIAGE BY SEA)

Mate’s receipt: - It is a temporary receipt given by the person incharge of the ship as an
acknowledgement that the goods have been received on board the ship. After the bill of lading is
prepared, this receipt is handed over to the master in exchange for the bill of lading. It may be
noted that a mate’s receipts is not a document of title. It simply entitles the holder to receive the
bill of lading from the master of the ship.

Sea way- bill: - A sea way bill is a receipt for goods carried by sea but differs from a bill of
lading in that it is not a document of title. It contains or evidences an undertaking by the carrier
to the shipper to deliver the goods to an identical person. The shipper may, at any time before the
delivery of the goods, change the identity of the person to whom delivery is to be made. The
consignee obtains delivery not by presenting the way-bill, which remains in the hands of the
shipper, but by production of acceptable evidence of his identity as consignee.
The sea way-bill cannot be used as a security. Its chief advantage lies in the fact that it does not
have to be transmitted to the consignee to enable him to obtain the goods.

Delivery orders:-An exporter, who ships the bulk cargo and receives one bill of lading in respect
of it, or an indorsee of this bill of lading, may afterwards, while the goods are in transit, sell
various unascertained portions of the cargo to different buyers. He clearly cannot transfer the bill
of lading to all the buyers and must find some other way to satisfy each buyer’s demand for some
document evidencing his right to the goods he has bought which will enable him to collect or
resell them. In such cases a delivery order may be used, “delivery order” is not a precise term
and the legal status and effect of such a document will depend on its nature and the
circumstances in which it is issued.
A delivery order is not a document of title unless proved to be so by reason of mercantile
custom.

CLAUSES OF A BILL OF LADING

A bill of lading issued in case of a general ship contains the clauses in respect of terms of the
contract of affreightment. These are generally the same as contained in a “charter party”. The
clauses of a bill of lading should state the following particulars:-

1) Name of the parties

2) Name of the ship

3) Port of loading

4) Port of destination

5) Name of the consignee

6) Marks for the identification of the goods such as number of package

7) Statement regarding the condition of the goods and their quantity or quality or weight

8) Other terms and conditions of contract of affreightment such as amount of freight, expected

perils etc
COMPARISON BETWEEN A CHARTER PARTY AND A BILL OF LADING
Charter party
1) It is a document by which the charterer
enters into a contract with the ship-owner
for the hire of the whole or substantial part
of the ship.
2) It always contains all the terms and
conditions of the contract mutually
agreed between the ship-owner and
charterer.
3) It is the governing document between
the ship-owner and charterer. It does not
acknowledge the receipt of the goods.
4) It is not a document of title to the
goods.
5) It does not possess any characteristic
of a negotiable instrument. And thus, it
cannot be transferred to a third person.
6) It may be for a particular voyage or
for a particular period of time.
Bill of lading
It is not the document by which the
ship is in contract with the charterer.It
acknowledges the receipt of goods by
the ship-owner for carriage.
It may or may not contain all such
terms and conditions.
It is an acknowledgement of the
receipt of the goods loaded on the
ship.
It is a document of title to the goods
mentioned in it.
It possesses some of the
characteristics of a negotiable
instrument. However, it is not
negotiable in the legal sense of
the term.
It is always for a particular
destination.
7) It requires a stamp of higher amount. It requires a stamp of less amount
as compared to a charter party.
8) It may amount to lease of the ship to It can never amount to lease of the
the charterer. ship to the charterer.

AN ELECTRONIC BILL OF LADING24

Bills of lading have always been issued as paper documents. However, the replacement of a
paper bill of lading with an electronic bill of lading seems a sensible step forward in the new
electronic commerce world. A major problem facing an electronic bill of lading is the
negotiability of such documents of title. A document of title relies upon the transferability of the
document by physical possession. An electronic bill of lading cannot be handled in physical
possession with the result that it cannot be produced on delivery, nor endorsed to a new holder.
Therefore, this inhibits the capability of it representing a document of title.
Various ways around this problem have been sought. In 1985, a “bill of lading registry” was
suggested by the Chase Manhattan bank and INTERTANKO, which was established Sea Dock
Registry Ltd. Unfortunately this survived only six months. The idea of a registry was further
developed by the CMI Uniform Rules for Electronic Bills of Lading adopted in 1990. Also,
established in 1996, the UNICTRAL Model Law on Electronic Commerce aims to solve many of
the problems affecting the legal effect of electronic documents.
The registry system is designed to be a depository for documents, while the rights to the goods
are transferred by the communicating of authenticated messages between the registry and the
parties who have an interest in the goods. The registry facilitates the transfer of title from one
party to another, canceling the first party’s title at the moment the title is transferred to the new
holder. The newest project in this area is called “BOLERO”, whose name stands for Bill of
Lading Electronic Registry Organization. BOLERO is an internet-based system and therefore,
relatively inexpensive. BOLERO builds on the CMI Rules but has established a central registry
as the secure third party. BOLERO has set up an electronic registry for bills of lading called “the
title registry”. The registry is a database application. It creates and transfers the rights and

24
Journal of Information, Law and Technology, 2001
obligations relating to an electronic bill of lading. The title registry deals with any change of
interest in the goods.
Where the BOLERO system is used, the carrier creates a BOLERO bill of lading, sends the
instructions to the title registry and the shipper is logged as holder of the BOLERO bill. If the
holder of the bill wishes to transfer his constructive possession to the bill to another, he can make
the transfer by attornment. Attornment occurs when the holder sends instructions to the registry
that name the new holder. Once these instructions are received the registry sends a message
confirming the new holder. The cargo is delivered to the last holder of the bill by the registry
giving up the BOLERO bill to the carrier.
BOLERO incorporates security for all transactions. Digital signatures of relevant parties are used
and all messages are secure from unauthorized access. In the UK the Electronic Communications
Act 2000 regulates the provision of electronic signatures, encryption technology and reliance on
third parties such as BOLERO. However, service providers must have a connection with the
jurisdiction, i.e. the service must be provided from premises in the UK or to persons carrying on
a business in the UK. This Act, therefore, does not support electronic commerce.
The EU Electronic Directive deals with the certain legal aspects of information society services.
The liability of BOLERO or other similar information society service providers is generally set
out in Rule 4 of the Directive. The Article provides for the conclusion of contracts electronically,
although there is no provision for sanctioning the recognition of a contract made and evidenced
by an electronic instrument.
The UNICTRAL Model Law on Electronic Commerce (as amended 1998) was created because
of the inadequate legislation which existed in relation to international trade and electronic
commerce. It covers the main legal issues like requirements for writing, signature, admissibility
and probative value and actions related to contracts of carriage of goods. Its provisions have
generally found their way into national laws and the UK Electronic Communications Act 2000 is
consistent with the provisions of the UNICTRAL Model Law.
The International Chamber of Commerce also launched an e-business tool that provides secure
online contracting based on ICC’s model international sale contract. It enables the speed and
convenience of dealing over the web. Thus, with the e-commerce era moving ahead, the
electronic bill of lading is also gaining ground.
INCOTERMS25 i.e. INTERNATIONAL COMMERCIAL TERMS USED FREQUENTLY
IN THE COURSE OF CARRIAGE OF GOODS

There are a number of special trade terms ,such as INCOTERMS 2000 ,open to traders to apply to their
contract of sale .These have been laid down by the relevant trade association ,such as the International
Chamber of Commerce .They are often referred to during the course of drafting the Bill Of Lading during
the carriage of goods by sea.

1. EXW (Ex Works)

The buyer bears all costs and risks involved in taking the goods from the seller's premises to the desired
destination. The seller's obligation is to make the goods available at his premises (works, factory,
warehouse). This term represents minimum obligation for the seller. This term can be used across all modes
of transport.

2.FCA (Free Carrier)

The seller's obligation is to hand over the goods, cleared for export, into the charge of the carrier named
by the buyer at the named place or point. If no precise point is indicated by the buyer, the seller may
choose within the place or range stipulated where the carrier shall take the goods into his charge. When the
seller's assistance is required in making the contract with the carrier the seller may act at the buyers risk
and expense. This term can be used across all modes of transport.

3.CPT (Carriage paid to.)

The seller pays the freight for the carriage of goods to the named destination. The risk of loss or damage to
the goods occurring after the delivery has been made to the carrier is transferred from the seller to the buyer.
This term requires the seller to clear the goods for export and can be used across all modes of transport.

4.CIP (Carriage and insurance paid to.)

The seller has the same obligations as under CPT but has the responsibility of obtaining insurance against
the buyer's risk of loss or damage of goods during the carriage. The seller is required to clear the goods for
export however is only required to obtain insurance on minimum coverage. This term requires the seller to
clear the goods for export and can be used across all modes of transport

5.FOB (Free on Board)

Once the goods have passed over the ship's rail at the port of export the buyer is responsible for all costs
and risks of loss or damage to the goods from that point. The seller is required to clear the goods for export.
This term should only be used for sea or inland waterway transport.

6.CFR (Cost and Freight)

The seller must pay the costs and freight required in bringing the goods to the named port of destination.
The risk of loss or damage is transferred from seller to buyer when the goods pass over the ship's rail in the
port of shipment. The seller is required to clear the goods for export. This term should only be used for sea
or inland waterway transport.

7.CIF (Cost, Insurance and Freight)

The seller has the same obligations as under CFR however he is also required to provide insurance against
the buyer's risk of loss or damage to the goods during transit. The seller is required to clear the goods for
export. This term should only be used for sea or inland waterway transport.

8.DES (Delivered Ex Ship)

The seller has fulfilled his obligation to deliver when the goods are available to the buyer on board the ship
uncleared for import at the main port of destination. The seller is responsible for all costs and risk of loss
or damage in bringing the goods to the named port of destination. This term should only be used for sea or
inland waterway transport.

9.DEQ (Delivered Ex Quay)

The seller has fulfilled his obligation to deliver when the goods are available to the buyer on the quay
(wharf) at the named port of destination, cleared for importation. The seller is responsible for all risks and
costs including duties, taxes in making available the goods at the port of destination. This term should only
be used for sea or inland waterway transport.
Thus an INCO Term must be accompanied by a "named place" ex. "FOB Sydney", "EXW Tahiti"
 COMPANY OVERVIEW
DHL is the world leader in mail and logistics services. DHL corporate brands provide a unique
business portfolio of logistics and communications services. DHL is the world market leader in
global express transport and air freight. It is also no .1 in ocean freight and contract logistics.
Almost 500,000 employees in 220 countries and regions form a world network emphasis on
service, quality and stability that crosses customer's perceptions in 120,000 locations in all
continents. [1]
Three companies joined the brand of DHL in 2003, to set new and better standards in the courier
business the world over. These companies are:

 The worldwide leader in air express. DHL Worldwide Express

 Global leader in sea and air freight , Danzas
 European leader in parcel services. Duetsche Post Euro Express.

VISION:
“Customers trust DHL as the preferred global express and logistics partner, leading the industry in
terms of quality, profitability and market share.” [2]

MISSION:
“Making the most of scale experience and passion DHL’s mission is to be the first choice
worldwide.” [3]

DHL CORPORATE VALUES:

DHL is customer conscious and working upon the strategy of “Customer is King”. Therefore their
corporate goal is to get the customer satisfaction by providing good quality, reliability, and
accepting the challenges… Also

 To provide superb values

 To act with honesty externally and internally
 Foster openness
 Act in entrepreneurial way
 To act according to specific priorities

Accept social responsibilities [4]
CORPORATE SOCIAL RESPONSIBILITY:

Since the company operates globally, company has a distinctive responsibility to avail their
knowledge, experience for the improvement of society and to control any bad influence that their
business may have on the environment. Living Responsibility appreciated DHL’s struggle in the
field of education environmental protection and disaster relief. DHL took many steps in Go Green,
Go Help and Go Teach programs supported by the skills and devotion of their 500,000 employees.
[5]

DHL’s business emphasizes on health, ethics, safety, and protection of cultural differences. People,
environment and community are basis of DHL philosophy of citizenship. Company brands are true
representative for commitment and honesty. Company efficiently avail its logistics expertise by
using its resources and managing disaster in the affected areas. Company tried their best to support
victims of the 2005 and 2008 earth quakes by delivering donations to victims. Company also
supports a variety of social welfare organizations one of these are Family Educational Services
Foundations and SOS Children’s Village. [6]

DHL PAKISTAN
DHL Pakistan started its operations in Pakistan in 1982 headed by Sarfraz Siddique country and
director manager of DHL. After the acquisition of Exel Inc., the company started its logistics
operations in 2002, headed by Imran Sheikh, who is the Managing Director. [7]
 Employees more than 600
 Gateway:4

NETWORK IN PAKISTAN:

DHL is the largest service provider in Pakistan and also largest air express company with 65%
market share. Operating in more than 40 location and have above 200 vehicles and over 300
employees.
DHL delivers documents and heavy weight parcels efficiently. Besides this, it also provides unique
services that add value to their customers. DHL Logistics presents end to end Logistics solutions
to clients.
Head office of the company is in Karachi, with branch offices in Lahore, Sialkot and Islamabad.
There are 48 branches of company in different cities of Pakistan as Express Centers, Service
Centers and Gateways. Dominantly company operates in four locations with a workforce of above
300. [8]
The main cities where DHL has its service centers are
 Karachi
 Lahore
 Islamabad
 Multan
 Sialkot
 Peshawar
 Faisalabad

Besides these it is operating with its Express Centers which are located in different cities of
Pakistan.
 BIBLIOGRAPHY

Books
1. Day and Griffin: The Law of International Trade, 2nd Edition
2. Incoterms in Practice, International Chamber of Commerce, (ed. and contributor of a chapter on
Incoterms and the Contract of Carriage), 1995
3.

Websites
1. http://westlaw.com
2. http:// www.findarticles.com
3. http://hinduonnet.com
4. http://www.legalserviceindia.com
5. http://www.helplinelaw.com
3. http://www.jstor.org