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• W309177114 abstract "I. Introduction After seven years of work by U.N. Commission on International Trade Law (UNCITRAL)1 and its Working Group III on Transport Law, which followed almost four years of preparatory work by Comite Maritime International (CMI),2 United Nations last December adopted its on Contracts for International Carriage of Goods Wholly or Partly by Sea3 (referred to here as the or the Rotterdam Rules). The Convention, which will supersede Hague,4 Hague-Visby,5 and Hamburg Rules,6 will be signed at a formal ceremony in Rotterdam on September 23, 20097 and will enter into force when twenty countries have ratified it.8 As this process goes forward, it will be helpful to compare new Convention with existing law and consider broader impact that changes are likely to have. Other participants in this symposium address some of most important aspects of Convention and compare those proposals to existing legal regimes.9 In this article, I therefore focus on aspects that others do not address in relevant detail and discuss how those proposed changes would impact law of United States in particular.10 If we focus on big picture, Convention's proposed changes to U.S. law will not be earth-shattering. The new convention is deliberately evolutionary, not revolutionary. The focus is on updating and modernizing existing legal regimes that govern carriage of goods,11 filling in some of gaps that have been identified in practice over years,12 and harmonizing governing law when possible.13 Indeed, several proposals to deal with more revolutionary subjects, or at least subjects in which harmonization would have been difficult, were abandoned precisely so that Working Group could in fact complete project and address core issues.14 In United States today, governing legal regime is 1936 Carriage of Goods by Sea Act (COGSA),15 which is, for most part, simply domestic enactment of 1924 Hague Rules.16 Updating and modernizing are particularly necessary when a law drafted over 85 years ago still regulates an industry that has changed remarkably in meantime.17 The draftsmen of early 1920s did not anticipate container revolution,18 let alone electronic commerce,19 so COGSA is even more outdated than more modern international regimes that most of world's commercial powers and most U.S. trading partners have already adopted.20 The benefits of international uniformity in this field are well known and widely accepted,21 but need to harmonize U.S. law with rest of world's is particularly acute. Unique U.S. doctrines have developed over years with result that COGSA as applied by U.S. courts not differs from more modern international regimes, but is also out of step even with international understanding of Hague Rules.22 Despite heavy focus on modernization and harmonization, some of Convention's evolutionary changes include modest reforms in legal doctrine. Perhaps most visible of these changes is elimination of heavily criticized navigational fault exception,23 which currently permits a carrier to escape liability for cargo damage caused by crew's negligence in navigation or management of vessel.24 But a number of other provisions in Convention, some of which are of key importance,25 will also change law to make it better suited to meet needs of industry as it enters 21st century. II. SCOPE OF APPLICATION Although COGSA as a whole is primarily U.S. enactment of Hague Rules,26 its scope of application differs from other nations' regimes in several key respects. Some of these differences arise from differing interpretations of a uniform text. Both COGSA and Hague Rules, for example, are limited in their application only to contracts of carriage covered by a bill of lading or any similar document of title. …" @default.
• W309177114 created "2016-06-24" @default.
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• W309177114 date "2009-04-01" @default.
• W309177114 modified "2023-09-22" @default.
• W309177114 title "Modernizing and Reforming U.S. Maritime Law: The Impact of the Rotterdam Rules in the United States" @default.
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