GENERAL CONDITIONS AND RULES
FOR DUTCH SHIPBROKERS
AND AGENTS
ASSOCIATION OF ROTTERDAM SHIPBROKERS AND AGENTS
(VERENIGING VAN ROTTERDAMSE CARGADOORS)
SHIPPING ASSOCIATION NORTH SECTION SHIPBROKERS
(VAKGROEP CARGADOORSBEDRIJVEN DER SCHEEPVAART VERENIGING NOORD)
ASSOCIATION OF NORTH NETHERLANDS SHIPBROKERS
(VERENIGING VAN NOORDNEDERLANDSE SCHEEPVAARTKANTOREN)
VZC SHIPBROKERS AND SHIPAGENTS ASSOCIATION
(VERENIGING VAN ZEEUWSE CARGADOORS)
Deposited on 1 December 1992 at the Registry of the District
Court in Amsterdam,
Dordrecht, Groningen, Leeuwarden, Middelburg and Rotterdam and the Chamber of
Commerce in Amsterdam, Dordrecht, Groningen, Leeuwarden, Middelburg and
Terneuzen.
INTRODUCTION AND COMMENTARY
A shipbroker is an intermediary in maritime (and some cases
other forms of) transport who provides professional services to the principal
(i.e. the carrier), by concluding agreements or mediating in the negotiation of
agreements on behalf of the carrier in one or more ports or transport hubs
where the latter is unrepresented or for some other reason leaves these
activities to the shipbroker. This also corresponds closely with the task of
shipbrokers as it has evolved historically: shipowners had a requirement for
trusted agents capable of handling shipping affairs in foreign ports in the
same way that the principal would have done had he been established there
himself.
The shipbroker's duties naturally also involve performing
all sorts of minor activities on behalf of his principal's vessel, master and
crew.
The shipbroker's duties involve representing the carrier on
the spot, while also being authorized by the carrier to undertake all sorts of
local shipping and transport matters on his behalf. The shipbroker can for
example engage pilots, tugs and boatmen for his principal, arrange for ship's
stores and supplies and bunkers to be delivered, handle inward and outward
clearance, arrange moorings, pay harbour dues and other fees, arrange for the
vessel to be loaded or unloaded, have the cargo stowed and lashed, handle
personnel matters, such as the crew change, accept cargo for shipment and much
else besides, subject of course to the proviso that limits may be set on the
shipbroker's duties if this is laid down in or arises from the contract entered
into with the principal.
Particularly in the case of "tramp vessels", it
may not always easy to establish who the shipbroker's principal is. The
shipbroker will where possible seek to be issued with proper instructions, but
vessels unexpectedly entering a port after a storm, fog, accident or strike in
another port can be a source of problems, particularly if this happens at
weekends. In other cases too ad hoc instructions are often received by
telephone or by an unsigned, or signed but not binding, fax or telex message.
Many vessels also belong to a given legal entity (e.g. a one-ship company)
which then leaves the actual operation to a different legal person or managing
owner, while other freight agreements can also be concluded.
In the latter case it is possible for there to be more than
one shipbroker: one for the shipping company (i.e. owner) and one for the
charterer, who - sometimes as the last in a chain of charterers - has disposal
over the cargo space.
In such cases the only thing the shipbroker has to go on is
the ship's name and the fact that the ship bearing that name does indeed enter
the port in question, which may be considered as a confirmation of the
instructions by the person authorized to command the ship and the master. If
the shipbroker's claim on the ship is recoverable, the ship may then itself
constitute a suitable object of recourse.
If the shipbroker acts as the agent for a regular line
matters are of course much simpler. In these cases there will generally be a
written agency agreement laying down the relationship between the shipbroker
and the principal in some detail. Where the shipbroker acts as a cargo-broker
this has two special features. In the first place this will not necessarily
concern a vessel or other means of transport located at that time at the place
where the shipbroker conducts his business. Secondly, the shipbroker acting on
behalf of the consignor does not mediate on behalf of the carrier but the
counterparty in a freight agreement. These considerations do not, however,
impede the (possibly corresponding) application of these general conditions.
Another grey area relating to the scope of these general
conditions needs to be identified. Apart from normal activities a shipbroker
can also perform other shipbroking activities, such as storage, stevedoring
etc., either himself or by means of a parent, affiliated or subsidiary company.
It can indeed be highly practical for these differing services for maritime
vessels to be provided by more or less the same person. At the same time, such
activities barely constitute a grey area, in that these services are distinct
from those of shipbroking and are governed by their own contractual conditions,
including the general conditions of the industry in question, such as
warehousing or stevedoring conditions.
Delimiting the field in relation to the forwarding agent is
more difficult. This does not apply so much if a shipbroker or a parent,
affiliated or subsidiary company receives an instruction to transport, put up
for shipment or deliver a load. Clearly, this is forwarding agent's work with
(unlike the shipbroker) a non-carrier as principal. Such an agreement will also
be regulated by its own (generally FENEX) conditions.
The situation with respect to the transportation of general
cargo on "liner terms", however, does often cause problems. The
carrier will then load or unload the ship or have it loaded or unloaded by a
stevedore. But under these conditions the carrier is bound only to load/unload
from/to the ship's rail. The shipper or recipient must either deliver for
shipment or receive at the ship's rail. Clearly it would be unfeasible or
needlessly expensive to transfer the goods to a different crane at the ship's
rail. The carrier's crane (or that of his stevedore) transfers the goods to or
from the quay or lighter. Port procedures and commercial practice have
therefore always provided for the carrier to arrange the entire
loading/unloading, including transfer of the cargo to a shed on instruction of
the shipbroker, but for the cargo-owner to pay the costs to the shipbroker in
accordance with the Port Commodity Tariff, while the shipbroker in turn pays
the stevedore. Although the obligation on the part of the principal to pay this
share arises from (the conditions of) the contract and the shipbroker will be
authorized to collect such payment on the basis of his appointment, there will
in fact logically be close contact between the cargo-owner and the latter's
forwarding agent and the shipbroker, in which respect reasonable requests must
be met in both directions by means of separate agreements. The shipbroker's
duties deriving from his contract with the carrier are therefore in addition to
those he has assumed in the context of those agreements.
In line with the above, Article 1 of the Conditions
stipulates that the conditions apply to every conceivable form of shipbroker's
services, while in the event that Forwarding agent's services are provided the
relevant forwarding conditions shall also apply, being in most cases the Dutch
Forwarding Conditions (i.e. general FENEX conditions) registered with the
District Courts in Amsterdam, Arnhem, Breda and Rotterdam on 2 March 1992. In
the event that forwarding services have been provided on behalf or to preserve
the interests of a cargo-owner, these new FENEX conditions shall prevail over
the new shipbroker conditions in accordance with Article 5. This provision
draws a much clearer distinction between the regimes applying to shipbroker's
services on the one hand and shipping agent's services on the other. From the
viewpoint of the cargo-owner, the latter will generally be concerned with only
one regime, namely the FENEX conditions. The actual shipbroking services are
subject to the regime of the shipbrokers' conditions. Only a very limited
category in the grey area can still lead to uncertainty. In these cases it is
stipulated that both sets of conditions shall apply, with the shipbrokers'
conditions prevailing. In this grey area the relationship with the cargo-owner
arises from the transport agreement, including the aforementioned case of
transport on liner terms. In these cases the emphasis is also placed on
transport aspects, so that the prevalence of the shipbrokers' conditions aimed
at maritime transport is self-evident. In addition, the grey area has been
narrowed to such an extent by Articles 1 and 5 of the shipbrokers' conditions
and Article 1 of the FENEX conditions that little further consideration is
required, especially since the regimes of the shipbrokers' conditions on the
one hand and the FENEX conditions on the other do not differ fundamentally.
The new shipbrokers' conditions have been brought into line
with the requirements of the New Civil Code, which came into force on 1 January
1992, although it should be noted that those industries already using standard
conditions - as was the case with shipbrokers - in fact had until 1 January
1993 to bring their conditions into line. In the interim the existing
conditions remained in force.
The New Civil Code has set limits on the scope for an appeal
to general conditions. This limitation is at its most marked when a shipbroker
is dealing with a consumer who is a natural person and who is not acting in the
course of carrying out a business or professional activities. Such instances
will however be extremely rare: some consumers will for example wish to
transport household effects or a car, so-called "personal effects",
for which purpose they will negotiate a freight agreement with a maritime
carrier or through a forwarding agent. The carrier may be represented by a
shipbroker, but there is unlikely to be a direct contractual relationship
between this consumer and the shipbroker.
In many cases the shipbroker will be dealing with a foreign
principal, in which case consumer protection will not apply at all. In the
other cases the shipbroker's counterparty also enjoys only limited protection
if it is a company that publishes annual figures and has 50 or more employees.
Clearly, it will be difficult in everyday shipbroking practice to determine
these matters. In many cases it will simply not always be feasible to check on
the Trade Register by telephone. It is, however, clear that the number of cases
of enhanced protection of a shipbroker's principal will be extremely limited.
Since these will be cases in which the principal is established in the
Netherlands, the shipbroker will often be a participating interest of the
principal, so that the legal relationship is determined by the group
relationship, rather than the shipbroker's conditions.
In the vast majority of cases, the protection of the
shipbroker's principal will remain unchanged upon the introduction of the New
Civil Code: he will only be able to contend that an appal to one or more of the
general conditions is at variance with reasonableness and fairness. For this
reason there was no need for any radical amendment of the shipbrokers'
conditions with respect to the exclusion and limitation of the shipbroker's
liability. The various parties concerned have become familiar with the
liability regime. This is also consistent with the practice elsewhere in
maritime transport, although there are countries with a different shipbroker's
liability regime. The liability insurance arrangements protecting the
shipbrokers and maritime carriers are accordingly based on these exclusions and
limitations. It did not appear sensible to interfere with those arrangements on
behalf of an exceptionally limited residual group of principals established in
the Netherlands who do not publish annual figures and who have fewer than 50
employees.
With a view to the reasonableness and fairness of these
exclusions and limitations it may also be noted that the shipbroker receives an
extremely modest remuneration for what he adds to the services of the carrier
and in some cases the cargo-owner in the port in question. This can lead to
circumstances in which the courts decide to moderate an outstanding claim for
loss.
This limited remuneration is therefore also an argument for
the validity of the aforementioned exclusions and limitations.
Also relevant is the fact that, with a few exceptions, two
interested parties have effective insurance covering all or virtually the risks
at issue when it comes to marine transport, namely carriers with their
liability insurance (generally placed with Protection and Indemnity
Associations) and hull insurance, and cargo-interests with their cargo
policies.
Enlarging the liability of shipbrokers and similar
intermediaries, and the consequent necessity on the part of such individuals to
take out more extensive insurance against the liability risks, will only have
the effect of increasing costs, without a corresponding decline in the premiums
for P and I insurance and transport insurance, since the latter premiums are
determined on the basis of international indemnity statistics. A small shift in
the liability of the intermediaries in the Netherlands will be of no
consequence. Article 8 of the shipbrokers' conditions has consequently been
retained, subject to the proviso that the period of limitation and expiry dates
will be considerably extended in accordance with Article 21 of the new FENEX
conditions.
With respect to the conditions regulating aspects other than
liability, the following principal amendments (disregarding editorial changes)
may be noted:
In Article 12 the regulations of Article 18(2) of the new
FENEX conditions have been adopted in respect of overdue payment.
In Article 27 a regulation more in line with practice has
been included with the intention of protecting as far as possible the
shipbroker who to the best of his knowledge solves the puzzle of the correct
name of his principal.
In line with the jurisprudence of the highest court in the
Netherlands, a more satisfactory indemnity arrangement has been included in
Article 30 to cover the termination of a long-term agreement between the
principal and shipbroker.
GENERAL CONDITIONS AND RULES
FOR DUTCH SHIPBROKERS
AND AGENTS
ASSOCIATION OF ROTTERDAM SHIPBROKERS AND AGENTS
(VERENIGING VAN ROTTERDAMSE CARGADOORS)
SHIPPING ASSOCIATION NORTH SECTION SHIPBROKERS
(VAKGROEP CARGADOORSBEDRIJVEN DER SCHEEPVAART VERENIGING NOORD)
ASSOCIATION OF NORTH NETHERLANDS SHIPBROKERS
(VERENIGING VAN NOORDNEDERLANDSE SCHEEPVAARTKANTOREN)
VZC SHIPBROKERS AND SHIPAGENTS ASSOCIATION
(VERENIGING VAN ZEEUWSE CARGADOORS)
Deposited on 1 December 1992 at the Registry of the District
Court in Amsterdam,
Dordrecht, Groningen, Leeuwarden, Middelburg and Rotterdam and the Chamber of
Commerce in Amsterdam, Dordrecht, Groningen, Leeuwarden, Middelburg and
Terneuzen.
- The term "services rendered by the shipbroker" in these Rules
shall mean:
"Services performed in an enterprise the object of which is to attend to
and to transact the ship's business on behalf of shipowners, carriers, time
charterers or masters of sea-going vessels, to deliver the incoming cargo and
to receive the outgoing goods, which shall comprise all that is to be performed
by him in respect of or for the shipping business in the widest sense, which
shall include acting as customs agent and also attending to and transacting on
behalf of others, notably receivers and shippers of cargo, all that is related
thereto in any resepect, and also acting as intermediary for entering into
contracts of affreightment or charter, other contracts of carriage, agreements
with respect to the use of containers and the like, insurance agreements and
contracts of sale and purchase, as broker or otherwise, all this insofar as a
sea-going vessel or other means of carriage is directly or indirectly
involved."
- The appointment of or the instruction to a shipbroker to render his
services in that capacity to any ship, including crew and cargo, in a
Netherlands Port, shall confer upon the shipbroker authority to carry out and
perform all such work and services as it is customary to carry out or perform
in the shipbrokering trade, where appropriate in his own name, to conclude
agreements on behalf of his principal without, however, his being bound to
perform all and sundry work on behalf of that ship, her crew and cargo by
reason of the mere fact of such appointment or instruction.
- If in the case of any contract of charter between charterer and shipowner
it has been agreed that the shipbroker appointed by the charterer shall act as
the ship's agent, both the charterer and the ship owner shall be severally
liable as principal towards the shipbroker according to the terms of these
rules.
- All offers made by the shipbroker shall be deemed to be without engagement
unless the contrary has been expressly stated therein.
- All work performed by the shipbroker which does not come within the scope
of the work and services generally performed by a shipbroker (such as
stevedoring, forwarding, operation of warehouses, superintendence, etc.) shall
also be governed by the conditions customary in the branch of trade concerned
or filed and/or laid down by the organization of the branch of trade. In the
event of these conditions and the conditions herein contained being contrary to
each other the former shall prevail, but solely if and insofar as those
activities have been carried out on behalf or to preserve the interests of the
cargo-interest. In all other cases the present conditions shall prevail.
- The shipbroker may cause work entrusted by him to third parties for his
principal to be performed with or in the execution of his duties make use of
equipment of third parties on the conditions customary in the branch of trade
concerned or fixed by such third party itself for its business.
- In all cases where the shipbroker receives cargo for shipment he shall be
deemed to have these goods in his charge and to render his services in relation
to these goods as authorized agent to the shipper until such time as the ship
shall have taken over the same, unless prior to receiving the goods the
shipbroker has expressly declared and stated to act as representative of the
carrier.
In the aforementioned cases the cargo shall remain at the full risk and expense
of the shipper and consequently all expenses such as dock dues and demurrage
charges in respect of lighters, demurrage on wagons, unloading of lighters and
wagons, superintendence, weighing, expenses for night-work or overtime and the
like shall be for account of the shipper.
- For damage or losses arising or resulting from non-performance or improper
performance of the instruction given to him, the shipbroker shall be liable to
the principal only if the latter proves that such damage or loss has been
wilfully caused by or has arisen from gross negligence of the shipbroker or
persons for whom the shipbroker is responsible. However, the liability of the
shipbroker shall not exceed an amount equal to the remuneration which would be
due to the shipbroker for the proper execution of the relative instruction, and
shall cease entirely after six months have elapsed since the loss or the damage
arose. None the less, the shipbroker shall in no event be liable for damage to
or loss of goods handed over to him for handling or placed in his custody. Any
claim against the shipbroker shall be suspended after the expiry of 9 months
and shall lapse after the expiry of 18 months, these periods to be determined
from the final day of the event giving rise to the liability.
- The shipbroker shall provide his services in return for expressly agreed
fees, or, in the absence of such an agreement, according to his published
charges or those quoted to the principal in question. However, if the
performance thereof shall require any special work or unusual extremely
time-taking or strenuous work, an extra remuneration may be charged, such
remuneration to be determined in fairness which, failing agreement, shall be
determined by means of arbitration in accordance with the rules of procedure of
the Stichting Transport and Maritime Arbitration Rotterdam-Amsterdam
(TAMARA)
- The shipbroker may either before, during or after the performance of his
duty demand a security for the payment of the sum due to him by his principal.
He shall not at any one time be under obligation to make any payment whatsoever
on behalf of his principal as long as he shall not have received the necessary
security of funds for that purpose. The shipbroker shall be entitled to charge
the principal an advancing fee of 1 per cent on the disbursements made by
him.
- He shall be entitled to retain the goods and moneys intended for or
received from his principal in his keeping until security shall have been given
for the payment of the sum due to him. The shipbroker shall have a lien on all
goods and moneys he has in his custody on behalf of his principal for all
claims which the shipbroker may have from any cause whatsoever against his
principal. The shipbroker shall be entitled to set off and to deduct the sum
due to him against and from moneys owed by him to the principal and to sell the
goods on which he has a lien either publicly or with Court authorization
privately if the principal has failed to give a security or to settle the claim
of the shipbroker after more than 30 days having elapsed since the despatch of
a summons by registered mail.
- In respect of outstanding accounts of the shipbroker which are not settled
within 14 days after invoice date, the legal interests shall be due from that
moment without summons being required. If in the event of payment being
overdue, collection by judicial action or in another way will be proceeded to,
the amount due shall be increased by 10 per cent for administrative expenses,
whilst the costs incurred in and out of Court shall be for the account of the
debtor up to the amount paid or due by the shipbroker.
- All expenses incurred in connection with the remittance of moneys of, to
or in behalf of the principal shall be for account of the principal.
- If the sum due by the principal to the shipbroker be expressed in a
foreign currency, the shipbroker shall at his option be entitled to demand
payment either in the foreign legal tender concerned or in a first rate bank
cheque or in Netherlands currency at the Netherlands Bank rate of exchange
ruling on the day the instruction was given or the highest rate at the date of
his account, or the highest rate on the day of payment, at the option of the
shipbroker.
- The shipbroker shall never be liable for any loss on exchange in respect
of amounts which he has in his keeping on behalf of his principal or which he
is to collect or pay on the latter's behalf. Freights and other accounts
expressed in foreign currency which are to be collected or paid by him, may be
accepted or paid by him in Netherlands currency at the Netherlands Bank rate of
exchange ruling on the day of payment.
- All information and communications, such as for inst. information and
communications concerning port facilities, despatch, cost and expenses,
progress of loading and unloading, arrival and departure, strikes, etc. etc.,
nothing excepted, shall be given and made by the shipbroker to the best of his
knowledge and ability, but he shall not be responsible for the correctness
thereof.
- The calling forward of cargo by a specified date by the shipbroker is done
always subject to alteration of the date so mentioned in connection with
unforeseen circumstances or changes in the sailing schedule.
- The shipbroker does not accept any liability for the collection of the
amounts to be cashed on delivery of goods shipped on C.O.D. terms
- The shipment of cargo may be refused without any reason being given, even
after the shipbroker has taken them into his charge.
- In case the shipbroker has cargo or other matters in his custody he may
terminate said situation by notifying the principal thereof by telegram or
registered letter, such notice to be sent to the last-known address of the
principal.
If the relevant cargo and other matters have not been disposed of within the
reasonable period specified in the said notice the shipbroker may in his
discretion store the goods and sell them with judicial authorization in
accordance with the provisions of book 8 Article 491 of the Civil Code and
Article 632 of the Code of Civil Procedure.
Of such intended sale by him the shipbroker shall give notice by telex, fax
message or registered letter, such notice to be sent to the last-known address
of his principal. The shipbroker shall also be entitled to set off and deduct
the sum due to him by the principal against and from the proceeds of the goods.
- 21. The risk of mutilation of any communication or interruption of the
transmission of communications through the use of the post, wireless,
telephone, telex, fax equipment and telegraph and the like shall be for account
of the principal.
The shipbroker shall not be liable for misunderstandings arising or resulting
from the use of a language other than the Netherlands language.
- The shipbroker shall never be bound to give guarantees or security on
behalf of his principal to third parties. In respect of all guarantees or
securities given by him by order of his principal a commission in line with
that customarily charged by Dutch commercial banks shall be payable to him by
the principal on the maximum amount for which the shipbroker may be held liable
under the guarantee or security given by him.
- The shipbroker shall not be bound to effect any insurance.
- The shipbroker shall not be answerable for the due payment of amounts
outstanding in the Netherlands, if the granting of credit is customary or in
the interest of an effective performance of his duties and if the debtor was to
be deemed solvent, all this in his absolute discretion. He shall never be
answerable for the due payment of amounts outstanding abroad. Nevertheless the
shipbroker shall be authorized by his principal to demand payment of
outstanding sums both in the Netherlands and abroad in his own name and to
institute legal proceedings to that end.
- The shipbroker shall be entitled to deliver the cargo against a proper
security if the receiver is not in possession of bills of lading. As proper
security shall be regarded inter alia a banker's guarantee on the form as
recommended by the aforementioned shipbrokers' associations to which the
shipbroker belongs.
- The principal shall be liable to the shipbroker for all engagements
entered into towards the shipbroker by the Master of the ship to which the
shipbroker renders his services on behalf of the principal and for all
instructions, whether emanating from the Master or from the office of the
principal or from their subordinates or written on their letter-paper, even if
the Master or the person by whom such instruction has been given on behalf of
the principal has exceeded his powers, unless the principal is able to prove
that the shipbroker was aware that he had exceeded his authority or would have
been able to establish this straightforwardly and in good time, without need
for further investigation abroad.
- The shipbroker who uses the name of his principal or adequately identifies
the principal among interested parties in marine commerce by the use of
abbreviations or otherwise or by referring to the name of the ship shall not on
his own account be liable for the payment of orders or instructions which he
has placed with or given to third parties in the name or on behalf of his
principals, neither shall he be liable when not having expressed when placing
the order or giving the instruction that he was acting as agent. Each payment
in respect of such order or instruction made by the shipbroker shall be deemed
to be an advance which at all times can be claimed back as long as the
shipbroker has not himself received the amount concerned from his
principal.
- The shipbroker shall not be liable in any respect whatsoever for the
consequences of war, danger of war, riots, labour strikes, slow down strike,
lockout, boycott, sabotage, any Port being overburdened and the like, which may
affect or interrupt the regular course of his business.
In the event that cargo cannot be delivered in connection with one of the
circumstances mentioned in the preceding sentence or other circumstances
constituting force majeure, the shipbroker shall nevertheless be entitled to
payment of shed-hire and/or storage charges up to the point of time of the
delivery, according to the applicable tariff rates.
- The principal shall hold the shipbroker harmless in all cases where the
shipbroker is personally liable to third parties in respect of acts he performs
on behalf of the principal, which shall include his being indemnified in
respect of any fine imposed upon him, in particular in the event of the
shipbroker having acted in his capacity of licensed customs agent.
- If the agreement between the principal and shipbroker is by way of a
long-term agreement the principal shall, save in the event of serious
non-performance by the shipbroker, be required to give a reasonable period of
notice in the particular circumstances of the case before terminating the
agreement, while the shipbroker shall, in the event that he is not reasonably
and fairly held harmless upon observance of that period of notice and a
possible goodwill payment, be entitled to an indemnity to be determined on the
basis of reasonableness and fairness in respect (amongst others) of
investments, selling costs, advertising expenses and extra costs arising from
the discharge of redundant personnel incurred on behalf of the principal.
- Netherlands law shall be applicable to the legal relation between
principal and shipbroker and the question whether the shipbroker has correctly
performed any legal transaction on behalf of his principal shall also be judged
in accordance with the views obtaining in and the law of the Netherlands. The
shipbroker shall not be liable for errors on his part as to foreign law or
conditions abroad.
- All disputes arising between principal and shipbroker under a contract
entered into on the basis of these General Conditions and Rules shall be
subject to arbitration in Rotterdam or Amsterdam under the TAMARA Rules, which
shall be supplied by the shipbroker on request.
With prejudice to the provisions in the previous paragraph the shipbroker shall
be at liberty to submit to the ordinary court demands for payment of
outstanding amounts liability for which has not been contested by the
counterparty within four weeks of the invoice date.
- These General Conditions may be obtained either in Dutch, English or German
upon application from the aforementioned shipbrokers' associations.
In the event of any discrepancies between the Dutch text of these General
Conditions and Rules and that in any other language the Dutch text shall
prevail.
If these Conditions and Rules are amended the new conditions, provided they are
registered promptly and correctly, shall replace the previous conditions
without the need for any further legal action
- These Conditions and Rules may be cited as the "General Conditions and
Rules for Dutch Shipbrokers and Agents".
|
New York: 
