A shipper presents you with a Bill of Lading for signature covering a cargo of electronic goods. The shipper requests you to sign a "clean" B/L even though you observed some outer cartons are damaged. What are your obligations?

A. BILL OF LADING obligations under Hague-Visby Rules (Carriage of Goods by Sea Act 1971): (1) The B/L as receipt: the B/L is a receipt for the goods and constitutes a representation to the endorsee of the B/L (the consignee or bank financier) of the apparent condition of the goods at time of shipment; (2) ACCURACY OBLIGATION: Hague-Visby Article III Rule 3 — the master shall, on demand of the shipper, issue a B/L showing the apparent order and condition of the goods. If the goods are visibly damaged, the B/L must note the damage (a CLAUSED B/L). Issuing a clean B/L when you know goods are damaged is a fraudulent misrepresentation — the bank providing finance against the clean B/L is deceived; (3) LETTER OF INDEMNITY (LOI): the shipper will often offer a Letter of Indemnity from the cargo owner indemnifying the carrier against any loss from issuing a clean B/L. Accepting an LOI and issuing a false clean B/L is FRAUD and the LOI may be unenforceable (a person cannot be indemnified for their own fraud); (4) CORRECT ACTION: refuse to sign a clean B/L; clause the B/L accurately (e.g., "cartons 12, 34, 56 observed damaged at time of loading"); notify the master and P&I Club; document with photographs.

B. Accept the shipper's Letter of Indemnity and sign a clean Bill of Lading. The LOI protects the carrier against any subsequent claim — this is standard commercial practice.

C. The master has discretion to sign a clean B/L for minor damage. The obligation to clause only applies if the cargo is structurally compromised, not for outer packaging damage.

D. Bills of Lading are a commercial document — the Chief Officer handles cargo matters and signs B/Ls. The master's involvement is only required if the cargo is dangerous goods.

A. LLOYD'S OPEN FORM (LOF 2020) — the standard maritime salvage contract: Key characteristics: (1) NO CURE — NO PAY: the salvor is only paid if the salvage operation is successful (salved property is brought to a place of safety). If the vessel is lost, the salvor receives nothing (except potentially under the environmental protection enhancement — SCOPIC); (2) SCOPIC CLAUSE (Special Compensation P&I Club): a supplement to LOF that provides the salvor a safety net of "special compensation" for costs plus uplift if their efforts protect the environment, even if the salvage itself fails — to encourage salvors to attempt environmentally beneficial but risky operations; (3) AWARD DETERMINATION: the salvage award is fixed by Lloyd's arbitration (not the contract) — the salvor and shipowner are both bound to arbitration; (4) MASTER'S AUTHORITY: the Master has authority under admiralty law to sign a salvage agreement on behalf of the shipowner and cargo interests in cases of IMMINENT DANGER — the authority arises from necessity and the master's agency role. In this scenario — aground, salvage required — you MAY sign LOF on behalf of the shipowner. Immediately notify the owner and P&I Club. Consider inviting SCOPIC activation.

B. Never sign LOF without express authorisation from the shipowner. Wait until the owner is reached even if the vessel sinks. Only the shipowner can commit to a salvage contract.

C. LOF means the salvor is paid a fixed percentage of the vessel's value regardless of success. It is always better to negotiate a daily hire rate instead of LOF.

D. The master has no authority to sign any commercial contract. LOF can only be signed by the company's legal department. Reject LOF and request services under towage terms.

A. GENERAL AVERAGE (GA): a principle of maritime law whereby extraordinary sacrifices or expenditures made voluntarily for the common safety of the venture are shared proportionally by all parties (ship, cargo, and freight). York-Antwerp Rules 2016 — the modern standard governing GA: Rule A: there is a general average act when, and only when, any extraordinary sacrifice or expenditure is intentionally and reasonably made or incurred for the common safety for the purpose of preserving from peril the property involved in a common maritime adventure. REQUIREMENTS for GA: (1) Common peril — all parties (ship AND cargo) must face the same danger; (2) Voluntary act — intentional; (3) Reasonable — judged at the time; (4) Success — the property must be saved. In this scenario: flooding the engine room was voluntary, sacrificed cargo (destroyed by CO2 and flooding), and saved the ship — this is a classic GA act. DECLARATION: the master declares GA by noting it in the Official Log Book and notifying all B/L holders and cargo interests (through the P&I Club and average adjusters). The master appoints an Average Adjuster (Lloyd's Agents) to calculate each party's contribution. Cargo interests must provide a GA Bond and/or deposit before cargo is released.

B. General Average only applies if the ship's own cargo is sacrificed. Fire extinguishant damage to third-party cargo is a P&I liability, not General Average.

C. The master cannot declare General Average — only the shipowner can. The master's role is to record the facts; the insurance company declares GA.

D. General Average requires the sacrifice to be accidental. Since flooding the engine room was a deliberate decision, it is a tortious act and covered by hull insurance, not General Average.