This lack of transferability does not necessarily make the English sea waybill undesirable.

The sea waybill also allows the consignor to vary his delivery instructions to the carrier at any time during the carriage.

Sea waybill and bill of lading - these are used as evidence of the contract between your business and the carrier you're using.

Parties to the English sea waybill are willing to give up transferability in exchange for an extra measure of security, especially against fraudulent issuances.

Sea Waybill Rule 3 imputes the status of agent for the consignee to the shipper-consignor.

In recent years, the use of bills of lading has declined, as they have been replaced in the most part with the sea waybill.

At the time of issuance, the English sea waybill is available to only the pre-designated parties, the consignor, consignee, and a notify party.

The sea waybill is one of SWEPRO's most popular products.

All your consignments must be accompanied by either a Bill of Lading or Sea Waybill.

Reminiscent of the CKR's 'no disp' clause, however, the transfer will be effective only if noted on the sea waybill.

This statutory empowerment confers, upon the transferee of a straight bill, a number of rights not enjoyed by the holder of the British sea waybill.

This comes from internationally ratified conventions - see your bill of lading or sea waybill for details - and the standard trading conditions of transport associations.

Roughly 50% of the North Atlantic trade involving the Nordic countries utilizes the sea waybill, although it seems more popular with Scandinavian initiated traffic.

Sea Waybill Rule 6 restates another essential CKR feature, the consignor's right of control over the cargo, and sets the limits of this right.

Nonetheless, since the sea waybill's text may be needed by the consignee or by customs brokers or authorities, it may be transmitted electronically to the port of destination.

Finally, Sea Waybill Rule 5 sets forth a level of abstraction, for the sea waybill's description of the goods, similar to that of a Hague-Visby bill.

The absence of mandatory liability detracts from the merchantability of the English sea waybill because consignors as well as consignees have to worry about the legal effect of small print and extremely broad disclaimers.

Consequently, a sea waybill that meets the requirements of a straight bill of lading under United States law not only acts as a receipt of goods but also as a transferable document of title.

Another consequence of the fact that the English sea waybill is not a document of title is that the consignor's endorsement or delivery of such a waybill to a third party is legally meaningless.

In addition, the Sea Waybill Rules provide an important remedial clarification for those common law jurisdictions that predicate actionability between a plaintiff or defendant consignee and a plaintiff or defendant carrier on privity of contract.

Consequently, the sea waybill allows the ship to unload the bulk shipment immediately upon arrival, thereby reducing the time and cost of unloading and processing the cargo, and also lowering the costs of warehousing and maintaining goods in inventory.

The fact that the sea waybill is not a document of title in some important maritime jurisdictions such as Great Britain removes it, according to a widely held view, from the purview of the Hague Rules and Hague-Visby.

In 1971, the Atlantic Container Lines (' ACL'), one of the world's largest container carriers, introduced a sea waybill labelled the Data Freight Receipt ('DFR'), for its North Atlantic shipments.

Contemporaneously with the CMI's adoption of its Sea Waybill rules, the English and Scottish Law Commissions prepared a report with respect to'Rights of Suit in Respect of Carriage of Goods by Sea.'

This symmetrical formula of benefits and burdens would apply to the consignee of the sea waybill, 'or such other person to whom the carrier is duly instructed to deliver under the terms of the sea waybill.'