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[[left-margin]] ATTENTION OF SHIPPERS IS CALLED TO THE ACT OF CONGRESS of 1851 which provides that: Any person or persons shipping Oil of Vitriol, Unslacked Lime, Inflammable Matches, or Gunpowder, in a Ship or Vessel taking Cargo for divers persons on freight without delivering AT THE TIME OF SHIPMENT, a note in writing, expressing the nature and character of such merchandise to the Master, Mate or Officer, or person in charge of the loading of the Ship or Vessel, shall forfeit to the UNITED STATES ONE THOUSAND DOLLARS [[/left-margin]]

Holland-America Line. 
REGULAR MAIL SERVICE
BETWEEN
NEW YORK
AND 
ROTTERDAM-AMSTERDAM

[[image - steamship]]

HOLLAND-AMERICA LINE,
21-24 State Street, New York

Goods engaged for AMSTERDAM
Export Declaration No. 314042
Contract No. [[blank]]
Freight Prepaid/[[strikethrough]] Collect [[/strikethrough]]

PARTY TO BE NOTIFIED
J. GOUOSTIKKER,
KALVERSTRAAT, 73
AMSTERDAM, HOLLAND.

FREIGHT PREPAID AND NOT TO BE RETURNED SHIP LOST OR NOT LOST 

FREIGHT AND CHARGES:
[[blank]] lbs. @ $ [[blank]] per 100 lbs.= $ [[blank]]
[[blank]]c.ft. @ $356 " c.ft.=$ [[blank]]
[[blank]]= £ [[blank]]

[[stamped over]] ($5.00) FIVE DOLLARS IN FULL [[/stamped over]]

Charges $ [[blank]]
Total, $ [[blank]]
£ [[blank]]

12-C 100 M 3-25 M.D.D. 

B/L No. [[blank]]

Received, in apparent good order and condition by the Holland-America Line from JACQUES SELIGMANN & Co, INC. to be transported by the Steamship ROTTERDAM now lying in the port of NEW YORK, and bound for ROTTERDAM (or as near thereto as she may safely get), with liberty to take any route which Owners or Captain may deem advisable, to call at any port or ports in or out of the customary route, or failing shipment by said steamer in and upon a following steamer. 

Marks:
J  S
388 SPECIAL STORAGE
J. Goudstikker
Kalberstraat, 73
Amsterdam, Holland. 

ONE(1) CASE OIL PAINTING AND FRAME 

NOT STRAPPED

2234 LBS. GROSS WEIGHT

being marked and numbered as per margin, shipper's weight (quality, quantity, gauge, contents, weight and value unknown), and to be delivered in like good order and condition at the aforesaid port of destination, (it being expressly understood that, if Steamer discharges in Rotterdam, Goods engaged for Amsterdam are to be forwarded thence to Amsterdam and if Steamer discharges at Amsterdam, goods engaged for Rotterdam are to be forwarded thence to Rotterdam, in all cases at Shipper's Risk, but at Ship's expense, provided such engagement be declared in the margin before the Bill of Lading is signed, and provided Canal Navigation is open, but Steamship Company not bound to forward by Railroad), unto ORDER. J. GOUDSTIKKER, KALVERSTRAAT, 73, AMSTERDAM, HOLLAND. or to his or their assigns, he or they paying freight primage and charges immediately upon discharge of the goods, without any allowance of credit or discount at the rate of AS PER MARGIN GROSS INTAKEN WEIGHT. Minimum freight $5.00.

IT IS MUTUALLY AGREED that the steamer shall have liberty to sail with or without pilots; that the carrier shall have liberty to convey goods in craft and/or lighters to and from the steamer at the risk of the owners of the goods; and, in case the steamer shall put into a port of refuge, or be prevented from any cause from proceeding in the ordinary course of her voyage, to transship the goods to their destination by any other steamer; that the carrier shall not be liable for loss or damage occasioned by perils of the sea or other waters, by fire from any cause or wheresoever occurring; by barratry of the master or crew; by enemies, pirates or robbers; by arrest and restraint of Princes, rulers or people, riots, strikes, or stoppage of labor; by explosion, bursting of boilers, breakage of shaft, or any latent defect in hull, machinery or appurtenances, or unseaworthiness of the steamer, whether existing at time of shipment, or at the beginning of the voyage, provided the owners have exercised due diligence to make the steamer seaworthy; by heating, frost, decay, putrefaction, rust, steam, smoke, coaldust, spray oil, sweat, change of character, drainage, leakage, breakage, vermin, or by explosion of any of the goods, whether shipped with or without disclosure of their nature, or any loss or damage arising from the nature of the goods or the insufficiency of packages; nor for land damage; nor for the obliteration, errors, insufficiency or absence of marks, numbers, address or description; nor for risk of craft, hulk or transshipment; nor for any loss or damage caused by the prolongation of the voyage, and that the carrier shall not be concluded as to correctness of statements herein of quality, quantity, gauge, contents, weight and value. General Average according to York and Antwerp rules of 1924. If the owner of the said steamer shall have exercised due diligence to make the said steamer in all respects seaworthy and properly manned, equipped and supplied, it is hereby agreed that in case of danger, damage or disaster resulting from fault or negligence of the pilot, Master of crew in the navigation or management of the steamer or from latent or other defects or unseaworthiness of the steamer whether existing at the time of shipment or at the beginning of the voyage but not discoverable by due diligence, the consignees or owners of the cargo shall not be exempted from liability for contribution in General Average including allowances and expenses to the ship or for any special charges incurred, but with the ship owner shall contribute in General Average and shall pay such special charges as if such danger, damage or disaster had not resulted from such fault, negligence, latent or other defects or unseaworthiness. Shippers and consignees by accepting this bill of lading expressly waive and renounce article 700 of the Dutch Commercial code.

All costs, sacrifices and expenditures incurred when on the ground to bring the ship afloat (including towage and for lighterage, etc.) even if the ship and cargo were not in immediate or prospective peril, to be considered as General Average to which the consignee and/or holders of the bills of lading hereby agree to contribute.

All questions arising under this bill of lading shall be decided in the U.S.A. or in the Netherlands according to the laws of the United States of America as administered in the United States or to the laws of the Netherlands as administered in the Netherlands excluding any proceedings before foreign courts.

IT IS ALSO MUTUALLY AGREED that this shipment is subject to all the terms and provisions of, and all the exemptions from, liability contained in the Act of Congress of the United States, approved on the 13th day of February, 1893, and entitled "An Act relating to the navigation of vessels, etc."

It is mutually agreed that, in addition to the other terms and conditions of the Bill of Lading, which shall be deemed affected only in so far as is consistent herewith, this shipment is at the sole risk of the owners thereof, of all risks of war, arrest, restraint, capture, seizure, detention, sinking, interference or hostilities on the part of any Power and of all consequences thereof; and the vessel shall have liberty in the discretion of the Master, Owner, Charterer or any Agent thereof to proceed notwithstanding any such risks and armed or unarmed, also, if deemed advisable in the judgment of such Master, Owner, Charterer or Agent, in order to avoid loss, damage, delay, expense, or other disadvantage or danger to vessel, cargo, passengers or other interest, to wait at the port of shipment, or elsewhere, and/or, either with or without proceeding to or toward the port of discharge or entering or attempting to enter or discharge the goods there and whether such proceeding, entry or discharge be permitted or not, to proceed to or toward any other port or ports in or not in any route to destination and/or return to the Port of Shipment once or oftener backwards or forwards in or not in any order of rotation, retaining the goods on board or discharging the same at risk and expense of the Owners thereof at Port of Shipment or elsewhere at the first or any subsequent call, and shall thereupon be relieved of all responsibility in respect thereof, and full Bill of Lading freight, extra compensation for any additional service and any extra expense occasioned thereby shall be paid by shipper, consignee and/or assigns, or requests of the Government of the United States or of the Netherlands or of any other Government or any insurance or other department or bureau or agency thereof or of any person purporting to act with the authority of any such Government or department, Bureau or Agency.

1.——IT IS ALSO MUTUALLY AGREED that unless a higher value to be stated herein the value of the property hereby receipted for does not exceed $100 per package, and that the freight has been adjusted on such valuation, and no oral declaration or agreement shall be evidence of a different provision or of a waiver of this clause. In computing any liability for negligence or otherwise, by the shipowner as carrier or otherwise, regarding any property hereby receipted for no value shall be placed on the said property higher than the invoice cost not exceeding $100 per package  (or such other value as may be expressly stated herein), nor shall the shipowner be held liable for any profits or consequential or special damages, and the shipowner shall have the option of replacing any lost or damaged goods.

2.——ALSO, that the carrier shall not be liable for articles specified in Section 4281 of the revised Statutes of the United States, unless written notice of the true character and value thereof is given at the time of lading, and entered in the Bill of Lading.

3.——ALSO, that shippers shall be liable for any loss or damage to steamer or cargo, caused by inflammable, explosive or dangerous goods, shipped without full disclosure of their nature whether such shipper be principal or agent; and such goods may be thrown overboard or destroyed at any time without compensation.

4.——ALSO, that the carrier shall have a lien on the goods for all freight, primages and charges, and also for all fines or damages which the steamer or cargo may incur or suffer by reason of the incorrect or insufficient marking, numbering or addressing of packages or description of their contents. 

5.——ALSO, that in case the steamer shall be prevented from reaching her destination by Quarantine, the carrier may discharge the goods into any depot or lazaretto, and such discharge shall be deemed a final delivery under this contract, and all the expenses thereby incurred on the goods shall be a lien thereon.

6.——ALSO, that the steamer may commence discharging immediately on arrival and discharge continuously, day and night, Sundays and holidays included and as fast as she can deliver, any custom of the port to the contrary notwithstanding, the collector of the port being hereby authorized to grant a general order for discharge immediately on arrival, and if the goods be not taken from the steamer's deck by the consignee directly they come to hand in discharging the steamer the master or the steamer's agent to be at liberty to enter and land the goods, or put them into craft or store at the owner's risk and expense, when the goods shall be deemed delivered and steamer's responsibility ended the carrier not to be responsible for any loss or damage to the goods during their stay in lighter, warehouse, sheds or loading quay, but the steamer and carrier to have a lien on such goods until the payment of all costs and charges so incurred. Merchandise taken on a through rate of freight to a port beyond ROTTERDAM or AMSTERDAM, is forwarded from the port of discharge to its destination at the Ship's expense, but at shipper's risk. The Ship is not to be liable for any damage or loss to the goods while the same are in the possession of a connecting line. If goods are on through bill of lading to another port in Holland, or other country, the Company to have the liberty to assort them at the port where the steamer discharges and master porterage for this to be paid at port of final destination, according to Company's tariff, such goods to be received from craft or rail directly they come to hand. Carriers' liability for loss and/or damage or delays in transit, limited to its own lines.
 
7.——ALSO, that if on a sale of the goods at destination for freight and charges, the proceeds fail to cover said freight and charges, the carrier shall be entitles to recover the difference from the shipper.

8.——ALSO, that full freight is payable on damaged or unsound goods; but no freight is due on any increase in bulk or weight caused by the absorption of water during the voyage.

9.——ALSO, that merchandise on wharf awaiting shipment be at owner's risk of loss or damage, the carrier not to be responsible for any loss or damage to the goods during their stay in lighter, warehouse, sheds, or loading quay.

10.——ALSO, that this bill of lading, duly endorsed, be given up to the steamer's consignee in exchange for delivery order.

11.——ALSO, that freight prepaid will not be returned, goods lost or not lost.

12.——ALSO, that parcels for different consignees collected or made up in single packages addressed to one consignee, pay full freight on each parcel. 
13.——ALSO, where goods are weighed or measured on board to ascertain freight, the charges for weighing, etc., to be paid by the consignee, and the carrier to have a lien on the goods for such charges. That the agents or owners of the steamer be at liberty to have the goods weighed and/or measured either at part of loading, discharging or destination, and should the weight and/or measurement thus ascertained exceed the bill of lading weight and/or measurement freight on the excess weight or measurement, together with the expenses of weighing and/or measuring, shall be paid by the consignee and/or assigns, whether freight as per bill of lading is "prepaid" or "collect," and the agents or owners shall have a lien on the goods for such excess freight and expenses. The consignee or party applying for their goods are to see that they get their right marks and numbers and after the Lighterman or Wharfinger, or the party applying for the goods, has signed for same, the ship and the owners are respectively discharged from all responsibility for mis-delivery or non-delivery. Captain has privilege of collecting the freight on landing of the goods before delivery. Any bags belonging to the ship not to leave from alongside.

14.——ALSO, in case the Vessel is prevented from reaching Rotterdam or Amsterdam by ice or otherwise, the privilege is reserved, at the Vessel's expense, but without Vessel's risk, to discharge and store the within merchandise at either Hook of Holland, Flushing, Zierikzee, Brouwershaven, Willemstad, Hellevoet, Nieuwediep, or Ymuiden, to be forwarded to Rotterdam or Amsterdam by lighters at the Vessel's expense, but without Vessel's risk, as soon as practicable.

15.——ALSO, freight collectable at destination, including any short paid freight, or any freight due the steamer on excess weight landed or corrected measurements, to be converted into currency of the country of the port of discharge at the current sight rate of exchange (for sterling on London and for dollars on New York) on the date of the steamer's report at the Custom House.

16.——ALSO, that single packages exceeding 2 tons in weight shall be liable to pay extra charges, if any, for loading, handling, transshipping or discharging. Also that the steamer or any of the servants of the company shall not be liable for any damage or loss occurring from any accident in loading, handling, discharging or transshipping, if packages exceeding 2 tons in weight, and in case of any damage or loss resulting to the steamer, cargo, lighters, cranes, or hoisting takle, owing to incorrect weight having been declared, the shippers and/or consignees of such cargo shall be responsible for such loss or damage. It is mutually agreed that in case of any package which will not pass through ship's hatch without tipping, the steamer shall have the right to tip the same at the risk of shippers, consignees and/or assigns and shall not be responsible for any loss or damage arising therefrom.

17.——ALSO, steamer has the right to carry cargo on deck.

18.——ALSO, full freight is to be paid on barrels whether full, part full, or empty. 

19.——ALSO, that Steamer shall not be liable for splits, shakes or breakage to lumber and logs. 

20.——ALSO, that no claim shall under any circumstances whatever attack to the ship or her owners for failure to notify consignees or any other party of arrival of goods. 

21.——ALSO, that the carrier shall not be liable for loss or damage occasioned by contact with or smell or evaporation from any other goods. 

22.——ALSO, if there is an opportunity to discover by examination before removal of the goods that loss of contents or shortage of, or damage to the goods exists or may exist, carrier or vessel shall not be liable for any such loss, shortage or damage unless notice of claim therefor be presented in writing to the carrier or to the Master or Agents of the vessel before removal of the goods; carrier or vessel shall not in any event be liable for any claim or demand arising under this bill of lading or in respect to the goods unless notice of the claim be presented in writing to the carrier within thirty (30) days after delivery of the goods nor unless suit therefor is commenced within six (6) months after delivery of the goods, and the lapse of such period shall be deemed a complete bar to recovery in any such suit or proceeding not sooner, commenced, notwithstanding the carrier may be a non-resident or a foreign corporation; nothing shall be deemed a waiver of the provisions of this article except a written, express waiver signed by the carrier.

23.——ALSO, that where grain is stored together with other grain without separation either from the same or other shipper each bill of lading to bear its proportion of loss and/or damage, if any.

AND FINALLY, in accepting this Bill of Lading, the Shipper, Owner and Cosignee of the goods and the Holder of the Bill of Lading, agree to be bound by all of its stipulations, exceptions and conditions, whether written or printed, as fully as if they were all signed by such Shipper, Owner, Consignee or Holder.

In Witness Whereof, the Master or Agent of the said steamship hath affirmed to 3 Bills of Lading, all of this tenor and date, one of which being accomplished the others stand void. 

Dated in NEW YORK NOVEMBER 27 1925

HOLLAND-AMERICA LINE
By Vanderker

[[right-margin]] It is mutually agreed, notwithstanding the shipment of the within goods and the issuance of the Bill of Lading therefor, that, if, owing to any embargo, regulation or interference of any government, or any official purporting to act therefor, or the absence or withdrawal of any permit, assurance or other document not immediately procurable by the Steamship Company, the Ship is, or in the judgment of the Master or Agent thereof is likely to be, prevented, impeded, detained or otherwise embarrassed in the prosecution of its voyage or in securing a full cargo or necessary coal or other supplies therefor, the sailing of the ship may be delayed in the discretion of the Steamship Company, and the Steamship Company shall have the option at any time before sailing to re-land the goods and re-deliver the same to the shipper without surrender or production of this Bill of Lading, and if the shipper shall neglect to promptly take re-delivery, the goods may be warehoused for account and risk of the owner thereof and the Steamship Company upon such re-delivery or warehousing shall be discharged of all further responsibility in respect of the goods. The expenses of loading, unloading and handling the goods shall in case of such re-delivery or warehousing, be borne and paid by the Shipper thereof and constitute a lien on the goods. 

"Should the steamer be detained by the authorities of any country and be required to discharge at or return to any port all or some of the goods, the Master at his option is a authorized either to so discharge such goods or after reaching a subsequent port or the port of destination, to forward the goods to such ports as the said authorities may require, to store the goods there and/or deal with them in such manner as the said authorities may direct at the risk and expense of the owners of the goods. 

"The port where the goods are so discharged or to which they are so forwarded shall then be deemed to be the port of destination, the ship having a lien on such goods for the freight as per B/L and for all expenses incurred, including the forwarding freight from the port of transshipment." [[/right-margin]]

Transcription Notes:
appears to be duplicate of page 49