DANH SÁCH THÀNH VIÊN STT HỌ VÀ TÊN MSSV GHI CHÚ Phan Thị Mỹ Loan K135021341 K13504T Đào Minh Châu K135041549 K13504 Khổng Ngọc Huỳnh Châu K135041550 K13504 Phạm Thị Thùy Dung K135041651 K13504T Đặng Hoàng Lan K135041596 K13504 Lê Minh Ngọc K135041614 K13504 Huỳnh Như K135041619 K13504 Nguyễn Ngọc Như K135041620 K13504 Nguyễn Kim Hồng Vân K135041672 K13504 10 Trương Thị Tường Vi K135041676 K13504 i MỤC LỤC LỜI MỞ ĐẦU ····················································································· CHƢƠNG 1: VÀI NÉT VỀ KINH TẾ VÀ THƢƠNG MẠI CỦA PHILIPHINES · 1.1. Khái quát tình hình kinh tế Philippines ········································· 1.2. Chính sách kinh tế Philippines ··················································· 1.3. Quan hệ kinh tế thương mại Việt Nam Philippines ····················· 11 CHƢƠNG 2: KHÁI QUÁT CHUNG VỀ LUẬT THƢƠNG MẠI PHILIPHINES 18 2.1 Lịch sử phát triển Luật thương mại Philiphines ······························ 18 2.2. Khái quát thương nhân hoạt động thương mại····························· 35 2.2.1. Thương nhân ··································································· 35 2.2.2. Doanh nhân thương mại, doanh nghiệp thương mại hoạt động thương mại ············································································· 37 2.2.3. Năng lực thương mại ························································· 40 2.3. Hợp đồng thương mại ································································ 41 2.3.1. Những điều khoản bắt buộc hợp đồng ······························ 41 2.3.2. Quyền nghĩa vụ bên hoạt động thương mại ··········· 41 2.3.3. Hiệu lực hợp đồng ······················································· 42 2.3.4. Giải thích hợp đồng bồi thường hợp đồng ····························· 43 2.3.5. Những quy định khác ························································· 44 2.4. Đăng ký tham gia hoạt động thương mại ·········································· 45 2.4.1. Chủ thể ········································································· 45 2.4.2. Những ảnh hưởng việc không đăng ký ································ 46 2.5. Tài khoản bên tham gia ····················································· 47 CHƢƠNG 3: MỘT SỐ HOẠT ĐỘNG THƢƠNG MẠI CỤ THỂ ··················· 48 3.1. Thư tín dụng (Letter of Credit) ······················································ 48 3.1.1. Khái niệm ······································································ 48 3.1.2. Phân loại thư tín dụng ························································ 50 3.1.3. Đặc điểm ······································································· 52 3.1.4. Quy trình toán thư tín dụng ·········································· 53 3.1.5. Tầm quan thư tín dụng ··········································· 56 3.1.6. Hiệu lực thư tín dụng ···················································· 57 3.1.7. Các bên thư tín dụng··················································· 58 3.1.8. Nghĩa vụ bên thư tín dụng ·································· 65 3.2. Hoạt động mua bán hàng hóa sỉ ····················································· 68 3.2.1. Mục đích ······································································· 68 3.2.2. Các hình thức bán hàng với số lượng lớn (bán sỉ hàng hoá) ············ 69 3.2.3. Nhiệm vụ người bán sỉ ·················································· 73 ii 3.2.4. Hậu việc không tuân thủ ··········································· 74 3.3. Ủy thác thương mại ··································································· 76 3.3.1. Khái niệm ······································································ 77 3.3.2. Đặc điểm ······································································· 78 3.3.4. Các bên hợp đồng giao dịch ủy thác································· 82 3.3.5. Quyền nghĩa vụ Entruster ··········································· 83 3.3.6. Quyền nghĩa vụ Entrustee ··········································· 85 3.3.7. Biện pháp khắc phục·························································· 87 3.4. Đại lý thương mại – Hợp đồng đại lý (Agency Contract) ······················· 91 3.4.1. Những quy định chung ······················································· 91 3.4.2. Quyền nghĩa vụ bên ············································· 93 3.4.3. Chấm dứt hợp đồng ··························································· 97 3.5. Nhượng quyền thương mại ························································· 101 3.5.1. Những quy định chung ······················································ 103 3.5.2. Quyền nghĩa vụ bên ············································ 106 3.5.3. Chấm dứt hợp đồng ·························································· 109 3.5.4. Tình hình nhà nhượng quyền thương hiệu, nhà bán lẻ Philippines chuẩn bị cho hội nhập ASEAN ···················································· 111 3.6. Quảng cáo thương mại ······························································ 113 3.6.1. Những quy định chung ······················································ 113 3.6.2. Quyền nghĩa vụ bên ············································ 115 3.7. Môi giới thương mại ································································· 118 3.7.1. Khái niệm ····································································· 118 3.7.2. Tiền hoa hồng (Commission) hoàn trả chi phí (Reimbursement of expenses)·············································································· 118 3.7.3. Quyền nghĩa vụ nhà môi giới ··········································· 119 3.8. Hợp đồng vận chuyển (Carriage Contract) ······································· 121 3.8.1. Những quy định chung ······················································ 121 3.8.2. Vận chuyển người (Carriage of persons) ································· 125 3.8.3. Vận chuyển hàng hóa ························································ 127 KẾT LUẬN ····················································································· 135 DANH MỤC TÀI LIỆU THAM KHẢO PHỤ LỤC (từ đến 77) LỜI MỞ ĐẦU Philiphines quốc gia theo nên kinh tế thị trường. Hiện nay, kinh tế Philiphines đà phát triển. Theo ―Cập nhật kinh tế Đông Á Thái Bình Dương‖, kinh tế Philiphines đạt tốc độ tăng trưởng kinh tế 6,5% hai năm (2015 - 2016). Các lĩnh vực quan trọng kinh tế Philiphines gồm ngành nghề liên quan đến nông nghiệp công nghiệp. Đồng thời, Philiphines xúc tiến mối quan hệ thương mại với quốc gia khác khu vực, có Việt Nam. Để đạt kinh tế phát triển, không kể đến quy định pháp luật, đặc biệt quy định pháp luật liên quan đến hoạt động thương mại. Đặc biệt hơn, việc Việt Nam Philiphines xúc tiến hoạt động thương mại việc tìm hiểu pháp luật thương mại Philiphines cần thiết. Bằng phương pháp tìm hiểu, tổng hợp, phân tích dựa kiến thức mình, nhóm thực tiểu luận ―Tìm hiểu pháp luật thương mại Philiphines‖ từ hiểu thêm vấn đề pháp lý liên quan đến lĩnh vực này. Bài tiểu luận không tránh khỏi thiếu sót. Mong nhận góp ý cô để ngày hoàn thiện hơn! CHƢƠNG VÀI NÉT VỀ KINH TẾ VÀ THƢƠNG MẠI CỦA PHILIPHINES 1.1. Khái quát tình hình kinh tế Philippines Philippines nước giàu tài nguyên thiên nhiên đất liền biển, có nhiều khoáng sản vàng, đồng, sắt, crôm, măng-gan, than đá, dầu lửa khí đốt. Năm 2004, Chính phủ ước tính trữ lượng khoáng sản lòng đất có tổng giá trị khoảng từ 800 đến 1000 tỷ USD. Tuy nhiên, Philippines xuất khoáng sản khoảng 0,5 tỷ USD/năm. Philippines chủ yếu nước nông nghiệp trình độ phát triển thấp, GDP đầu người 4,500 USD (2011, xếp hạng 156 toàn cầu). Dân số dựa vào nông nghiệp chủ yếu. Nông nghiệp chiếm 12.3% GDP. Cây trồng lúa, ngô, dừa, mía, chuối, dứa, cà phê, thuốc lá, bông, đay, loại đậu Abaca để lấy sợi. Trước đây, công nghiệp Philippines chủ yếu khai khoáng, gỗ chế biến thực phẩm. Một số ngành lên điện tử may mặc xuất khẩu. Philippines buôn bán chủ yếu với Mỹ, Nhật. Nhập Philippines là: dầu mỏ, than đá, sắt thép, vật liệu xây dựng, thiết bị máy móc, lương thực, hoá chất . Dịch vụ Philippines phát triển mạnh, chiếm 54.4% GDP. Xuất lao động quan trọng, với 10 triệu người lao động nước ngoài, năm ước tính gửi nước khoảng 10 - 12 tỷ USD. Từ 1946, với chiến lược "thay nhập khẩu", kinh tế Philippines bắt đầu phát triển có tốc độ tăng trưởng cao Indonesia, Malaysia Thái Lan. Sang thập kỷ 70, với chiến lược "hướng vào xuất khẩu", kinh tế Philippines có số kết tích cực: GNP năm 1979 đạt 7,5% bình quân đầu người đạt 590 USD. Từ 1983, kinh tế Philippines khủng hoảng. Đến 1986, hỗ trợ tích cực nước tư lớn tổ chức tài quốc tế, kinh tế Philippines phục hồi. Năm 1996, GDP đạt 7,1%, dự trữ ngoại tệ đạt 11,6 tỉ USD, FDI đạt 5,5 tỷ USD, thu nhập bình quân đầu người đạt 1090 USD. Từ 1998 đến 2000 khủng hoảng tài chính-tiền tệ khu vực tình hình nội Philippines bất ổn kinh tế Philippines suy giảm. Giá trị đồng peso giảm mức thấp nhất. Từ 2004 trở lại đây, kinh tế Philippines phát triển tương đối khá, đạt mức tăng trưởng – 5,5%/năm, GDP năm 2005 đạt 1.080 USD/người. Xuất tăng khá, đồng Pêsô tăng từ 57 Pêsô/1 USD lên khoảng 50 Pêsô/1 USD. Năm 2009, khủng hoảng kinh tế toàn cầu, GDP Philippines tăng 1.1%. Đến năm 2010 2011, kinh tế Philippines có dấu hiệu phục hồi với mức tăng GDP 7.6% 4.7%. Tuy nhiên, kinh tế Philippines nhiều khó khăn cấu kinh tế nói chung, cấu kinh tế vùng nói riêng không hợp lý, quan hệ kinh tế đối ngoại chưa đa phương hoá, đa dạng hoá, nghèo đói, đặc biệt nông thôn chậm giải quyết, bất ổn trị, an ninh, dân số tăng cao . Biểu đồ thể GDP theo ngành Philiphines năm 2011  Bảng 1: Các số kinh tế: GDP (ppp) 2009 2010 2011 349.2 tỷ 375.9 tỷ 393.4 tỷ USD (xếp hạng 33 toàn cầu) GDP (OER) 189.1 tỷ 216.1 tỷ USD Tăng trƣởng 1.1 % 7.6% 4.7% xếp hạng 85 toàn cầu GDP theo đầu 3,800 4,000 4,100 USD (xếp hạng 156 toàn cầu) GDP ngƣời GDP theo ngành Nông nghiệp 12.3%; Công nghiệp 33.3%; Dịch vụ 54.4% (2011) Lực lƣợng lao động 39.81 triệu Phân bổ lao động Nông nghiệp 33%; Công nghiệp 15%, dịch vụ 52% theo ngành Tỷ lệ thất nghiệp Tỷ lệ lạm phát Mặt hàng 3.2% 7.2% 3.8% 5.3% nông Mía, ngô, dứa, gạo, dừa, chuối, sắn, xoài, thịt lợn, trứng, nghiệp Các 7.3% bò, cá ngành công Lắp ráp điện tử, dệt may, gia dầy, dược, hóa chất, sản phẩm gỗ, chế biến thực phẩm, dầu mỏ, đánh cá nghiệp Tăng trưởng công 6% (xếp hạng 53 giới) nghiệp Tổng Kim ngạch 111.75 tỷ 123.01 tỷ USD tăng 10.07% XNK Kim ngạch xuất 50.68 tỷ 54.17 tỷ tăng 6.89% sản phẩm điện phụ kiện, thiết bị giao thông, dệt may, Mặt hàng đồng, dầu khí, dầu dừa, hoa Bạn hàng XK Trung Quốc 19%, Mỹ 13.4%, Singapore 13.2%, Nhật 12.8%, Hong Kong 7.6%, Đức 4.2%; Hàn Quốc 4.1%, Kim ngạch nhập 61.07 tỷ USD 68.84 tỷ tăng 12.7% Mặt hàng Máy móc thiết bị điện tử, khoáng chất, thiết bị giao thông máy móc, quặng, thép, vải, hóa chất, nhựa Bạn hàng NK Nhật Bản 14.1%, Trung Quốc 13.6%; Mỹ 9.9%, Singapore 9.3%, Thái Lan 6.5%; Hàn Quốc 5.6%, Indonesia 4.1%.  Môi trƣờng đầu tƣ Philippines: Lợi cạnh tranh: Philippines có lực lượng lao động chất lượng cao có khả giao tiếp tiếng Anh tốt. Chi phí trả cho lương công nhân, nhà thực phẩm thấp. Môi trường sách kinh doanh thân thiện với nhiều lĩnh vực cho phép 100% sở hữu nước ngoài. Philippines có vị trí địa lý chiến lược cửa ngõ khu vực kinh tế Đông Á với nhiều sân bay cảng biển thuận lơij cho kinh doanh. Các đặc khu kinh tế: thành lập để phát triển đồng ngành nông nghiệp, công nghiệp, , thương mại, du lịch … Philippines có nhiều đặc khu kinh tế Industrial Estate để hỗ trợ ngành công nghiệp; Export Processing Zones phục vụ cho doanh nghiệp xuất khẩu, khu hỗ trợ cho ngành du lịch, công nghệ thông tin …. Các ngành kinh tế trọng điểm: Chính phủ Philippines nỗ lực xúc tiến đầu tư vào lĩnh vực lượng, công nghiệp hàng hải, đóng tàu, đánh bắt thủy sản, du lịch, công nghiệp điện tử, khai thác mỏ. 1.2. Chính sách kinh tế Philippines 1.2.1. Chính sách thương mại quốc tế Chính sách thương mại quốc tế quan điểm, nguyên tắc, biện pháp thích hợp nước dùng để điều chỉnh hoạt động thương mại quốc tế nước thời gian định, nhằm đạt mục tiêu kinh tế - trị - xã hội nước đó.Vai trò sách thương mại quốc tế: • Tạo điều kiện thuận lợi cho doanh nghiệp nước thâm nhập mở rộng thị trường nước ngoài, khai thác triệt để lợi so sánh kinh tế nước. • Bảo vệ thị trường nội địa : tạo điều kiện cho doanh nghiệp nước đứng vững vươn lên hoạt động kinh doanh. • Chính sách thương mại quốc tế phận sách đối ngoại quốc gia  Chính sách thƣơng mại Philippines: Đồng Peso giảm giá có lợi cho hoạt đông xuất lại bất lợi cho nhập khẩu. phủ chủ trương đẩy mạnh xuất mặt hàng mà có nhu cầu tăng mạnh nước ngoài. Thực tế biến động thị trường Mỹ, Nhật Bản nên xuất mặt hàng dệt may giảm sút, mặt hàng khác hàng điện tử, ngô, đường, phân bón tăng lên. Về nhập phủ thực chương trình điều chỉnh số lượng cấu theo hướng tập trung nhập mặt hàng phục vụ cho xuất đáp ứng nhu cầu thiết yêu dân cư. Một khối lượng lớn linh kiện điện tử, máy phát điện máy móc dùng sản xuất điện gạo, cà phê… tiếp tục nhập để phục vụ sản xuất tiêu dùng nước. gia tăng xuất giảm sút nhập dẫn đến kết làm cho thặng dư cán cân toán thương mại Philippin tăng lên. Ngoài điều chỉnh số lượng cấu hàng hóa xuất nhập khẩu, thời kì khủng hoảng kinh tế khu vực, tình hình trị Philippin cải thiện nên phủ hướng tới việc hạn chế việc di chuyển vốn nước để tập trung vốn cho phát triển bên trong. Mặt khác họ tạo điều kiện cho doanh nghiệp nước triển khai hoạt động bên ngoài, sang kinh tế khu vực. Thị trường Mỹ, Nhật Bản, EU tiếp tục ưu tiên, khai thác đáp ứng 30% khối lượng hàng điện tử Philippin bán Mỹ, với 12% giá tri hàng điện tử xuất bán Nhật Bản. ngược lại thị trường Mỹ, Nhật Bản nơi đáp ứng nhu cầu hàng hóa Philippin. Thị trường Mỹ chiếm 30% hạn ngạch nhập nước này. Ngoài thị trường khu vực ý hơn, Singapore trở thành đối tác nhập lớn Philippines.  Chính sách tiền tệ: Chính sách tiền tệ có thay đổi, chủ yếu tỉ giá hối đoái đồng peso với đồng USD trước giữ cố định, khủng hoảng tỉ giá phủ thả nổi. sách thương mại triển khai mạnh khu vực thông qua việc thực kế hoạch cắt giảm thuế quan theo trương trình ưu đãi thuế quan có hiệu lực chung ( CEPT). 1.2.2.  Chính sách đầu tư quốc tế Thuận lợi: Philipines quốc gia quần đảo nằm khu vực Đông Nam Á án ngữ đường hàng hải từ Ấn Độ Dương sang Thái Bình Dương bao quanh bờ biển Philipines phía Đông , biển Celebes phía nam, biển đông phía tây bắc.Thuận lợi cho đầu tư phát triển kinh tế biển, du lịch, dịch vụ. 62 Outside of the residence of the owners the captain may contract loans in accordance with the provisions of Articles 583 and 611. ARTICLE 729. Should the goods on which money is taken not be subjected to risk, the contract shall be considered a simple loan, with the obligation on the part of the borrower to return the principal and interest at the legal rate, if that agreed upon should not be lower. ARTICLE 730. Loans made during the voyage shall have preference over those made before the clearing of the vessel, and they shall be graduated in the inverse order of their dates. The loans for the last voyage shall have preference over prior ones. Should several loans have been made at the same port of arrival under stress and for the same purpose, all of them shall be paid pro rata. ARTICLE 731. The actions pertaining to the lender shall be extinguished by the absolute loss of the goods on which the loan was made, if it arose from an accident of the sea at the time and during the voyage designated in the contract, and it is proven that the cargo was on board; but this shall not take place if the loss was caused by the inherent defect of the thing, or through the fault or malice, of the borrower, or barratry on the part of the captain, or if it was caused by damages suffered by the vessel as a consequence of being engaged in contraband, or if it arose from having loaded the merchandise on a vessel different from that designated in the contract, unless this change should have been made by reason of force majeure. Proof of the loss as well as of the existence in the vessel of the goods declared to the lender as the object of the loan is incumbent upon him who received the loan. ARTICLE 732. Lenders on bottomry or respondentia shall suffer, in proportion to their respective interest, the general average which may take place in the goods on which the loan is made. In particular averages, in the absence of an express agreement between the contracting parties, the lender on bottomry or respondentia shall also contribute in proportion to his respective interest, should it not belong to the kind of risks excepted in the foregoing article. ARTICLE 733. Should the period during which the lender shall run the risk not have been stated in the contract, it shall last, with regard to the vessel, engines, rigging, and equipment, from the moment said vessel puts to sea until she drops anchor in the port of destination; and with regard to the merchandise, from the time they are loaded at the shore or wharf of the port of shipment until they are unloaded in the port of consignment. ARTICLE 734. In case of shipwreck, the amount liable for the payment of the loan shall be reduced to the proceeds of the goods saved, after deducting the costs of the salvage. If the loan should be on the vessel or any of its parts, the freightage earned during the voyage for which said loan was contracted shall also be liable for its payment, as far as it may reach. ARTICLE 735. If the same vessel or cargo should be the object of a loan on bottomry or 63 respondentia and marine insurance, the value of what may be saved in case of shipwreck shall be divided between the lender and the insurer, in proportion to the legitimate interest of each one, taking into consideration, for this purpose only, the principal with respect to the loan, and without prejudice to the right of preference of other creditors in accordance with Article 580. ARTICLE 736. If there should be delay in repayment of the principal and premiums of the loan, only the former shall bear of legal interest. SECTION THREE MARINE INSURANCE ARTICLES 737 to 805. (These provisions are expressly repealed by Section 204 of Act No. 2497, otherwise known as "The Insurance Act.") The new law of governing insurance is PD No. 612, as amended, which took effect on Dec. 18, 1974. ARTICLE 806. For the purposes of this code the following shall be considered averages: 1. All extraordinary or accidental expenses which may be incurred during the voyage in order to preserve the vessel, the cargo, or both. 2. Any damages or deteriorations which the vessel may suffer from the time it puts to sea from the port of departure until it casts anchor in the port of destination, and those suffered by the merchandise from the time they are loaded in the port of shipment until they are unloaded in the port of their consignment. ARTICLE 807. The petty and ordinary expenses incident to navigation, such as those of pilotage of coasts and ports, those of lighterage and towage, anchorage, inspection, health, quarantine, lazaretto, and other so-called port expenses, costs of barges and unloading until the merchandise is placed on the wharf, and any other usual expenses of navigation, shall be considered ordinary expenses to be defrayed by the shipowner, unless there is an express agreement to the contrary. ARTICLE 808. Averages shall be: 1. Simple or particular. 2. General or gross. ARTICLE 809. As a general rule, simple or particular averages shall include all the expenses and damages caused to the vessel or to her cargo which have not inured to the common benefit and profit of all the persons interested in the vessel and her cargo, and especially the following: 64 1. The losses suffered by the cargo from the time of its embarkation until it is unloaded, either on account of inherent defect of the goods or by reason of an accident of the sea or force majeure, and the expenses incurred to avoid and repair the same. 2. The losses and expenses suffered by the vessel in its hull, rigging, arms, and equipment, for the same causes and reasons, from the time it puts to sea from the port of departure until it anchors and lands in the port of destination. 3. The losses suffered by the merchandise loaded on deck, except in coastwise navigation, if the marine ordinances allow it 4. The wages and victuals of the crew when the vessel is detained or embargoed by legitimate order or force majeure, if the charter has been contracted for a fixed sum for the voyage. 5. The necessary expenses on arrival at a port, in order to make repairs or secure provisions. 6. The lowest value of the goods sold by the captain in arrivals under stress for the payment of provisions and in order to save the crew, or to meet any other need of the vessel, against which the proper amount shall be charged. 7. The victuals and wages of the crew while the vessel is in quarantine. 8. The loss inflicted upon the vessel or cargo by reason of an impact or collision with another, if it is accidental and unavoidable. If the accident should occur through the fault or negligence of the captain, the latter shall be liable for all the losses caused 9. Any loss suffered by the cargo through the fault, negligence, or barratry of the captain or of the crew, without prejudice to the right of the owner to recover the corresponding indemnity from the captain, the vessel, and the freightage. ARTICLE 810. The owner of the goods which gave rise to the expense or suffered the damage shall bear the simple or particular averages. cd ARTICLE 811. As a general rule, general or gross averages shall include all the damages and expenses which are deliberately caused in order to save the vessel, its cargo, or both at the same time, from a real and known risk, and particularly the following: 1. The goods or cash invested in the redemption of the vessel or of the cargo captured by enemies, privateers, or pirates, and the provisions, wages, and expenses of the vessel detained during the time the settlement or redemption is being made. 2. The goods jettisoned to lighten the vessel, whether they belong to the cargo, to the vessel, or to the crew, and the damage suffered through said act by the goods which are kept on board. 3. The cables and masts which are cut or rendered useless, the anchors and the chains which are abandoned, in order to save the cargo, the vessel, or both. 4. The expenses of removing or transferring a portion of the cargo in order to lighten the vessel 65 and place it in condition to enter a port or roadstead, and the damage resulting therefrom to the goods removed or transferred. 5. The damage suffered by the goods of the cargo by the opening made in the vessel in order to drain it and prevent its sinking. 6. The expenses caused in order to float a vessel intentionally stranded for the purpose of saying it. 7. The damage caused to the vessel which had to be opened, scuttled or broken in order to save the cargo. 8. The expenses for the treatment and subsistence of the members of the crew who may have been wounded or crippled in defending or saying the vessel. 9. The wages of any member of the crew held as hostage by enemies, privateers, or pirates, and the necessary expenses which he may incur in his imprisonment, until he is returned to the vessel or to his domicile, should he prefer it. 10. The wages and victuals of the crew of a vessel chartered by the month, during the time that it is embargoed or detained by force majeure or by order of the government, or in order to repair the damage caused for the common benefit. 11. The depreciation resulting in the value of the goods sold at arrival under stress in order to repair the vessel by reason of gross average. 12. The expenses of the liquidation of the average. ARTICLE 812. In order to satisfy the amount of the gross or general averages, all the persons having an interest in the vessel and cargo therein at the time of the occurrence of the average shall contribute. ARTICLE 813. In order to incur the expenses and cause the damages corresponding to gross average, there must be a resolution of the captain, adopted after deliberation with the sailing mate and other officers of the vessel, and after hearing the persons interested in the cargo who may be present. If the latter shall object, and the captain and officers or a majority of them, or the captain, if opposed to the majority, should consider certain measures necessary, they may be executed under his responsibility, without prejudice to the right of the shippers to proceed against the captain before the competent judge or court, if they can prove that he acted with malice, lack of skill, or negligence. If the persons interested in the cargo, being on board the vessel, have not been heard, they shall not contribute to the gross average, their share being chargeable against the captain, unless the urgency of the case should be such that the time necessary for previous deliberations was wanting. ARTICLE 814. The resolution adopted to cause the damages which constitute general average must necessarily be entered in the log book, stating the motives and reasons for the 66 dissent, should there be any, and the irresistible and urgent causes which impelled the captain if he acted of his own accord. In the first case the minutes shall be signed by all the persons present who could so before taking action, if possible; and if not, at the first opportunity. In the second case, it shall be signed by the captain and by the officers of the vessel. In the minutes, and after the resolution, shall be stated in detail all the goods jettisoned, and mention shall be made of the injuries caused to those kept on board. The captain shall be obliged to deliver one copy of these minutes to the maritime judicial authority of the first port he may make, within twentyfour hours after his arrival, and to ratify it immediately under oath. ARTICLE 815. The captain shall direct the jettison, and shall order the goods cast overboard in the following order: 1. Those which are on deck, beginning with those which embarrass the maneuver or damage of the vessel, preferring, if possible, the heaviest ones with the least utility and value. Cda 2. Those which are below the upper deck, always beginning with those of the greatest weight and smallest value, to the amount and number absolutely indispensable. ARTICLE 816. In order that the goods jettisoned may be included in the gross average and the owners thereof be entitled to indemnity, it shall be necessary insofar as the cargo is concerned that their existence on board be proven by means of the bill of lading; and with regard to those belonging to the vessel, by means of the inventory prepared before the departure in accordance with the first paragraph of Article 812. ARTICLE 817. If in lightening a vessel on account of a storm, in order to facilitate its entry into a port or roadstead, part of the cargo should be transferred to lighters or barges and be lost, the owner of said part shall be entitled to indemnity, as if the loss had originated from a gross average, the amount thereof being distributed between the vessel and cargo from which it came. If, on the contrary, the merchandise transferred should be saved and the vessel should be lost, no liability may be demanded of the salvage. ARTICLE 818. If, as a necessary measure to extinguish a fire in a port, roadstead, creek, or bay, it should be decided to sink any vessel, this loss shall be considered gross average, to which the vessels saved shall contribute. SECTION TWO ARRIVALS UNDER STRESS ARTICLE 819. If during the voyage the captain should believe that the vessel can not continue the trip to the port of destination on account of the lack of provisions, well-founded fear of seizure, privateers, or pirates, or by reason of any accident of the sea disabling it to 67 navigate, he shall assemble the officers and shall summon the persons interested in the cargo who may be present, and who may attend the meeting without the right to vote; and if, after examining the circumstances of the case, the reason should be considered well-founded, the arrival at the nearest and most convenient port shall be agreed upon, drafting and entering the proper minutes, which shall be signed by all, in the log book. The captain shall have the deciding vote, and the persons interested in the cargo, may make the objections and protests they may deem proper, which shall be entered in the minutes in order that they may make use thereof in the manner they may consider advisable. ARTICLE 820. An arrival shall not be considered lawful in the following cases: 1. If the lack of provisions should arise from the failure to take the necessary provisions for the voyage according to usage and customs, or if they should have been rendered useless or lost through bad stowage or negligence in their care. 2. If the risk of enemies, privateers, or pirates should not have been well known, manifest, and based on positive and provable facts. 3. If the defect of the vessel should have arisen from the fact that it was not repaired, rigged, equipped, and prepared in a manner suitable for the voyage, or from some erroneous order of the captain. 4. When malice, negligence, want of foresight, or lack of skill on the part of the captain exists in the act causing the damage. ARTICLE 821. The expenses of an arrival under stress shall always be for the account of the shipowner or agent, but they shall not be liable for the damages which may be caused the shippers by reason of the arrival provided the latter is legitimate. Otherwise, the ship agent and the captain shall be jointly liable. ARTICLE 822. If in order to make repairs to the vessel or because there is danger that the cargo may suffer damage, it should be necessary to unload, the captain must request authorization from the competent judge or court for the removal, and carry it out with the knowledge of the person interested in the cargo, or his representative, should there be any. In a foreign port, it shall be the duty, of the Philippine Consul, where there is one, to give the authorization. In the first case, the expenses shall be for the account of the ship agent or owner, and in the second, they shall be chargeable against the owners of the merchandise for whose benefit the act was performed. If the unloading should take place for both reasons, the expenses shall be divided proportionately between the value of the vessel and that of the cargo. ARTICLE 823. The custody and preservation of the cargo which has been unloaded shall be intrusted to the captain, who shall be responsible for the same, except in cases of force majeure. ARTICLE 824. If the entire cargo or part thereof should appear to be damaged, or there 68 should be imminent danger of its being damaged, the captain may request of the competent judge or court, or of the consul in a proper case, the sale of all or of part of the former, and the person taking cognizance of the matter shall authorize it, after an examination and declaration of experts, advertisements, and other formalities required by the case, and an entry in the book, in accordance with the provisions of Article 624. The captain shall, in a proper case, justify the legality of his conduct, under the penalty of answering to the shipper for the price the merchandise would have brought if they had arrived in good condition at the port of destination. ARTICLE 825. The captain shall be responsible for the damages caused by his delay, if after the cause of the arrival under stress has ceased, he should not continue the voyage. If the cause of arrival should have been the fear of enemies, privateers, or pirates, a deliberation and resolution in a meeting of the officers of the vessel and persons interested in the cargo who may be present, in accordance with the provisions contained in Article 819, shall precede the departure. SECTION THREE COLLISIONS ARTICLE 826. If a vessel should collide with another, through or the fault, negligence, or lack of skill of the captain, sailing mate, or any other member of the complement, the owner of the vessel at fault shall indemnify the losses and damages suffered, after an expert appraisal. aisadc ARTICLE 827. If the collision is imputable to both vessels, each one shall suffer its own damages, and both shall be solidarily responsible for the losses and damages occasioned totheir cargoes. ARTICLE 828. The provisions of the preceding article are applicable to the use in which it cannot be determined which of the two vessels has caused the collision. ARTICLE 829. In the cases above mentioned the civil action of the owner against the person causing the injury as well as the criminal liabilities, which may be proper, are reserved. ARTICLE 830. If a vessel should collide with another, through fortuitous event or force majeure, each vessel and its cargo shall bear its own damages. ARTICLE 831. If a vessel should be forced by a third vessel to collide with another, the owner of the third vessel shall indemnify the losses and damages caused, the captain thereof being civilly liable to said owner. ARTICLE 832. If by reason of a storm or other cause of force majeure, a vessel which is 69 properly anchored and moored should collide with those nearby, causing them damages, the injury occasioned shall be considered as particular average of the vessel run into. ARTICLE 833. A vessel which, upon being run into, sinks immediately, as well as that which, having been obliged to make a port to repair the damages caused by the collision, is lost during the voyage or is obliged to be stranded in order to be saved, shall be presumed as lost by reason of collision. ARTICLE 834. If the vessels colliding with each other should have pilots on board discharging their duties at the time of the collision, their presence shall not exempt the captains from the liabilities they incur, but the latter shall have the right to be indemnified by the pilots, without prejudice to the criminal liability which the latter may incur. ARTICLE 835. The action for the recovery of losses and damages arising from collisions cannot be admitted if a protest or declaration is not presented within twenty-four hours before the competent authority of the point where the collision took place, or that of the first port of arrival of the vessel, if in Philippine territory, and to the consul of the Republic of the Philippines if it occurred in a foreign country. ARTICLE 836. With respect to damages caused to persons or to the cargo, the absence of protest may not prejudice the persons interested who were not on board or were not in a condition to make known their wishes. ARTICLE 837. The civil liability incurred by the shipowners in the case prescribed in this section, shall be understood as limited to the value of the vessel with all its appurtenances and freightage earned during the voyage. ARTICLE 838. When the value of the vessel and her appurtenances should not be sufficient to cover all the liabilities, the indemnity due by reason of the death or injury of persons shall have preference. ARTICLE 839. If the collision should take place between Philippine vessels in foreign waters, or if having taken place in the open seas, and the vessels should make a foreign port, the Consul of the Republic of the Philippines in said port shall hold a summary investigation of the accident, forwarding the proceedings to the Secretary of the Department of Foreign Affairs for continuation and conclusion. Aisad SECTION FOUR SHIPWRECKS ARTICLE 840. The losses and deteriorations suffered by a vessel and her cargo by reason of shipwreck or stranding shall be individually for the account of the owners, the part which may be saved belonging to them in the same proportion. 70 ARTICLE 841. If the wreck or stranding should be caused by the malice, negligence, or lack of skill of the captain, or because the vessel put to sea was insufficiently repaired and equipped, the ship agent or the shippers may demand indemnity of the captain for the damages caused to the vessel or to the cargo by the accident, in accordance with the provisions contained in Articles 610, 612, 614, and 621. ARTICLE 842. The goods saved from the wreck shall be specially bound for the payment of the expenses of the respective salvage, and the amount thereof must be paid by the owners of the former before they are delivered to them, and with preference over any other obligation if the merchandise should be sold. ARTICLE 843. If several vessels sail under convoy, and any of them should be wrecked, the cargo saved shall be distributed among the rest in proportion to the amount which each one is able to take. If any captain should refuse, without sufficient cause, to receive what may correspond to him, the captain of the wrecked vessel shall enter a protest against him, before two sea officials, of the losses and damages resulting therefrom, ratifying the protest within twenty-four hours after arrival at the first port, and including it in the proceedings he must institute in accordance with the provisions contained in Article 612. If it is not possible to transfer to the other vessels the entire cargo of the vessel wrecked, the goods of the highest value and smallest volume shall be saved first, the designation thereof to be made by the captain with the concurrence of the officers of his vessel. ARTICLE 844. A captain who may have taken on board the goods saved from the wreck shall continue his course to the port of destination, and on arrival shall deposit the same, with judicial the intervention, at the disposal of their legitimate owners. In case he changes his course, if he can unload them at the port of which they were consigned, the captain may make said port if the shippers or supercargoes present and the officers and passengers of the vessel consent thereto; but he may not so, even with said consent, in time of war or when the port is difficult and dangerous to make. The owners of the cargo shall defray all the expenses of this arrival as well as the payment of the freightage which, after taking into consideration the circumstances of the case, may be fixed by agreement or by a judicial decision. ARTICLE 845. If on the vessel there should be no person interested in the cargo who can pay the expenses and freightage corresponding to the salvage, the competent judge or court may order the sale of the part necessary to cover the same. This shall also be done when its preservation is dangerous, or when in a period of one year it should not have been possible to ascertain who are its legitimate owners. In both cases the proceedings shall be with the publicity and formalities prescribed in Article 579, and the net proceeds of the sale shall be safely deposited, in the discretion of the judge or court, so that they may be delivered to the legitimate owner thereof. 71 TITLE FIVE PROOF AND LIQUIDATION OF AVERAGES SECTION ONE PROVISIONS COMMON TO ALL KINDS OF AVERAGES ARTICLE 846. Those interested in the proof and liquidation of averages may mutually agree and bind themselves at any time with regard to the liability, liquidation, and payment thereof. cdt In the absence of agreements, the following rules shall be observed: 1. The proof of the average shall take place in the port where the repairs are made, should any be necessary, or in the port of unloading. 2. The liquidation shall be made in the port of unloading, if it is a Philippine port. 3. If the average occurred outside of the jurisdictional waters of the Philippines, or the cargo has been sold in a foreign port by reason of an arrival under stress, the liquidation shall be made in the port of arrival. 4. If the average has occurred near the port of destination, so that said port can be made, the proceedings mentioned in Rules and shall be held there. ARTICLE 847. In the case where the liquidation of the averages is made privately by virtue of agreement, as well as when a judicial authority intervened at the request of any of the parties interested who not agree thereto, all of them shall be cited, and heard, should they not have renounced this right. Should they not be present or should the have no legal representative, the liquidation shall be made by the Consul in a foreign port, and where there is none, by the competent judge or court, according to the laws of the country and for the account of the proper party. When the representative is a person well known in the place where the liquidation is made, his intervention shall be admitted and shall produce legal effects, even though he be authorized only by a letter of the ship agent, the shipper, or the insurer. ARTICLE 848. Claims for averages shall not be admitted if they not exceed per cent of the interest which the claimant may have in the vessel or in the cargo if it be gross average and per cent of the goods damaged if particular average, deducting in both cases the expenses of appraisal, unless there is an agreement to the country. ARTICLE 849. The damages, averages, loans on bottomry and respondentia and their premiums and any other losses, shall not earn interest by reason of delay until after the lapse of the period of three-days, to be counted from the day on which the liquidation may have been concluded and communicated to the persons interested in the vessel, in the cargo, or in both at the same time. 72 ARTICLE 850. If by reason of one or more accidents of the sea, particular and gross averages of the vessel, of the cargo, or of both, should take place on the same voyage, the expenses and damages corresponding to each average shall be determined separately in the port where the repairs are made, or where the merchandise are discharged, sold, or utilized. For this purpose the captains shall be obliged to demand of the expert appraisers and of the contractors making the repairs, as well as of those appraising and taking part in the unloading, repair, sale, or utilization of the merchandise, that in their appraisements or estimates and accounts they set down separately and accurately the expenses and damages pertaining to each average, and in those of each average those corresponding to the vessel and to the cargo, also stating separately whether or not there are damages proceeding from inherent defect of the thing and not from accident of the sea; and in case there should be expenses common to the different averages and to the vessel and its cargo, the amount corresponding to each must be estimated and stated distinctly. SECTION TWO LIQUIDATION OF GROSS AVERAGES ARTICLE 851. At the instance of the captain, the adjustment, liquidation, and distribution of gross averages shall be held privately, with the consent of all the parties in interest. For this purpose, within forty-eight hours following the arrival of the vessel at the port, the captain shall convene all the person interested in order that they may decide as to whether the adjustment or liquidation of the gross average is to be made by experts and liquidators appointed by themselves, in which case it shall so done if the interested parties agree. If an agreement is not possible, the captain shall apply to the competent judge or court, who shall be the one in the port where these proceedings are to be held in accordance with the provisions of this code, or to the consul of the Republic of the Philippines should there be one, and should there be none, to the local authority when they are to be held in a foreign port. cdtai ARTICLE 852. If the captain does not comply with the provisions of the preceding article, the ship agent or the shippers shall demand the liquidation without prejudice to the action they may bring to demand indemnity from him. ARTICLE 853. After the experts have been appointed by the persons interested, or by the court, and after the acceptance, they shall proceed to the examination of the vessel and of the repairs required and to the appraisal of their cost, separating these losses and damages from those arising from the inherent defect of the things. The experts shall also declare whether the repairs may be made immediately, or whether it is necessary to unload the vessel in order to examine and repair it. With regard to the merchandise, if the average should be visible at a mere glance, the examination thereof must be made before they are delivered. Should it not be 73 visible at the time of unloading, said examination may be made after the delivery, provided that it is done within forty-eight hours from the unloading and without prejudice to the other proofs which the experts may deem proper. ARTICLE 854. The valuation of the objects which are to contribute to the gross average, and that of those which constitute the average, shall be subject to the following rules: 1. The merchandise saved which are to contribute to the payment of the gross average shall be valued at the current price at the port of unloading, deducting the freightage, customs duties, and expenses of unloading, as may appear from a material inspection of the same, without taking the bills of lading into consideration unless there is an agreement to the contrary. 2. If the liquidation is to be made in the port of departure, the value of the merchandise loaded shall be determined by the purchase price, including the expenses until they are placed on board, the insurance premium excluded. 3. If the merchandise should be damaged, they shall be appraised at their true value. 4. If the voyage having been interrupted, the merchandise should have been sold in a foreign port, and the average cannot be estimated, the value of the merchandise in the port of arrival, or the net proceeds obtained at the sale thereof, shall be taken as the contributing capital. 5. Merchandise lost, which constitute the gross average, shall be appraised at the value which merchandise of its kind may have in the port of unloading, provided that its kind and quality appear in the bill of lading; and should they not appear, the value shall be that stated in the invoices of the purchase issued in the port of shipment, adding thereto the expenses and freightage subsequently arising. cd 6. The masts cut down, the sails, cables, and other equipment of the vessel rendered useless for the purpose of saying it, shall be appraised at the current value, deducting one-third by reason of the difference between new and old. This deduction shall not be made with respect to anchors and chains. 7. The vessel shall be appraised at its true value in the condition in which it is found. 8. The freightage shall represent 50 per cent by way of contributing capital. ARTICLE 855. The merchandise loaded on the upper deck of the vessel shall contribute to the gross average should they be saved; but there shall be no right to indemnity if they should be lost by reason of having been jettisoned for common safety, except when the marine ordinances allow their shipment in this manner in coastwise navigation. The same shall take place with that which is on board and is not included in the bills of lading or inventories, according to the cases. In any case the shipowner and the captain shall be liable to the shippers for the damages from the jettison, if the storage on the upper deck was made without the consent of the latter. 74 ARTICLE 856. Provisions and munitions of war which the vessel may have on board, and the clothing used by the captain, officers, and crew, shall not contribute to the gross average. The clothing used by the shipper, supercargoes, and passenger who may be on board at the time of the jettison, shall also be accepted. Neither shall the goods jettisoned contribute to the payment of the gross averages which may occur to the merchandise saved to a different and subsequent risk. ARTICLE 857. After the appraisement of the goods saved and of those lost which constitute the gross average, has been concluded by the experts, the repairs, if any, made on the vessel, and in this case, the accounts of the same approved by the persons interested or by the judge or court, the entire record shall be turn over to the liquidator appointed, in order that he may proceed with the distribution of the average. ARTICLE 858. In order to effect the liquidation, the liquidator shall examine the protest of the captain, comparing it, if necessary, with the log book, and all the contracts which may have been made among the persons interested in the average, the appraisements, expert examinations, and accounts of repairs made. If, as a result of this examination, he should find any defect in the procedure which might injure the rights of the person interested or affect the liability of the captain, he shall call attention thereof in order that it may be corrected, if possible, and otherwise he shall include it in the exordial of the liquidation. Immediately thereafter he shall proceed with the distribution of the amount of the average, for which purpose he shall fix: 1. The contributing capital, which he shall determine by the value of the cargo, in accordance with the rules established in Article 854. 2. That of the vessel in her actual condition, according to the statement of experts. 3. The 50 per cent of the amount of the freightage, deducting the remaining 50 per cent for wages and maintenance of the crew. After the amount of the gross average has been determined in accordance with the provisions of this Code, it shall be distributed pro rata among the goods which are to cover the same. cdasia ARTICLE 859. The insurers of the vessel of the freightage and of the cargo shall be obliged to pay for the indemnification of the gross average, insofar as is required of each one of the objects respectively. ARTICLE 860. If, notwithstanding the jettison of merchandise, breakage of masts, ropes, and equipment, the vessel shall be lost running the same risk, no contribution whatsoever by jettison of gross average shall be proper. The owners of the goods saved shall not be liable for the indemnification of those jettisoned, lost, or damaged. ARTICLE 861. If, after the vessel has been saved from the risk which gave rise to the jettison, it should be lost through another accident taking place during the voyage, the goods saved and 75 existing from the first risk shall continue liable to contribution by reason of the gross average according to their value in the condition in which they may be found, deducting the expenses incurred in saving them. ARTICLE 862. If, in spite of having saved the vessel and the cargo in consequence of the cutting down of masts or of any other damage deliberately done to the vessel for said purpose, the merchandise should subsequently be lost or stolen, the captain can not demand of the shippers or consignees that they contribute to the indemnity for the average, unless the loss should occur by reason of an act of the owner or consignee himself. ARTICLE 863. If the owner of the jettisoned goods should recover them after having received the indemnity for gross average, he shall be obliged to return to the captain and to the other persons interested in the cargo the amount he may have received, deducting the amount of the damage caused by the jettison and of the expenses incurred in their recovery. In this case, the amount returned shall be distributed among the vessel and the persons interested in the cargo in the same proportion in which they contributed to the payment of the average. ARTICLE 864. If the owner of the goods jettisoned should recover them without having demanded any indemnity, he shall not be obliged to contribute to the payment of the gross average which may have been suffered by the rest of the cargo after the jettison. ARTICLE 865. The distribution of the gross average shall not be final until it has been agreed to, or in the absence thereof, until it has been approved by the judge or court, after an examination of the liquidation and a hearing of the persons interested who may be present or of their representatives. ARTICLE 866. After the liquidation has been approved, it shall be the duty of the captain to collect the amount of the contributions, and he shall be liable to the owners of the goods averaged for the damages they may suffer through his delay or negligence. ARTICLE 867. If the person contributing should not pay the amount of the contribution at the end of the third day after having been required to so, the goods saved shall be proceeded against, in the request of the captain, until payment has been made from their proceeds. ARTICLE 868. If the person interested in receiving the goods saved should not give security sufficient to answer for the amount corresponding to the gross average, the captain may defer the delivery thereof until payment has been made. Aisadc SECTION THREE LIQUIDATION OF ORDINARY AVERAGES ARTICLE 869. The experts whom the court or the person interested may appoint, as the case may be, shall proceed with the examination and appraisement of the averages in the manner 76 prescribed in Articles 853 and 854, Rules to 7, insofar as they are applicable. Footnotes 1. "Art. 6. The married woman, over twenty-one years of age, can engage in commerce with the authorization of her husband, stated in a public instrument which shall be inscribed in the commercial registry." An opinion has been expressed that this provision is still applicable where the husband objects to the wife's engaging in commerce and the family council or the court sustains him. Furthermore, according to this opinion, should the husband thereafter change his mind, his consent must be given in accordance with this article. 2. "Art. 7. The married woman who, with the knowledge of her husband, engages in commerce shall also be presumed authorized to trade." (See fn. 35, supra.) 3. "Art. 9. The woman who, upon contracting marriage, should be engaged in commerce, shall need the authorization of her husband to continue the same. "This authorization shall be presumed granted so long as the husband does not make known, in the form prescribed in the preceding article, the discontinuance by his wife of the practice of commerce. (See fn. 25, under Art. 6, supra.) 4. "Art. 10. Should the wife engaged in commerce in the cases mentioned in Articles 6, 7, and of this Code, all her dotal and paraphernal property, and all the property rights which both spouses may have in the conjugal community or partnership shall be solidarity liable for the results of her commercial activity, the wife having the power to alienate and mortgage her own private property as well as that owned in common. "The private property of the husband may also be alienated and mortgaged by the wife, if the authority granted by him should have been or be extended to such property." It is believed that this article is no longer in force. Its provisions are based on the consent given by the husband as required under Article of this Code. At present, however, Article 117 of the New Civil Code authorizes the wife to engage in commerce without the consent of the husband, as that authority is given by the law itself. Said Code has thus practically equalized the legal positions of the husband and the wife relative to their capacity to engage in business. It would, therefore, be just and equitable to treat them equally in respect to the effects of their commercial transactions. Accordingly, at present, as to what property is liable for the acts of commerce done by the wife shall be governed by the provisions of the New Civil Code on the subject. (See Title VI of Book 1.) The conjugal partnership shall be liable for all debts and obligations contracted by the husband for the benefit of the conjugal partnership, and those contracted by the wife, also for the same purpose in the cases where she may legally bind the partnership, (Par. 1, Art. 161, NCC). 5. "Art. 11. The married woman, over twenty-one years of age, may likewise engage in commerce in any of the following cases: "1. When she lives separate from her husband by reason of a final decree of divorce. "2. When her husband is under guardianship. "3. When her husband is absent, his whereabouts being unknown, and his return not expected. "4. When her husband is serving the penalty of civil interdiction." (See fn. 31, under Art. 6, supra). 77 6. "Art. 12. In the cases referred to in the preceding article, only the private property of wife and that of the community of conjugal partnership acquired through her commercial transactions shall be liable for the results thereof, the wife having the power to alienate and mortgage one or the other. cd "When the absence of the husband is legally declared, the wife shall furthermore have the powers granted to her in such case by the civil law." (See fn. 31, under Art. 6, supra). 7. Par.6. "General powers of attorney, and the revocation of the same, should there be any, given to managers, factors, employees and any other agents". 8. Par. "The authorization of the husband for his wife to engage in commerce and the legal or judicial authority of the wife to administer her property on account of the absence or incapacity of the husband." 9. Par. 8. "The revocation of the permission given to the wife to trade." 10. "Par. 11. "The issues of bank notes, stating the date, class, series, quantity and value of each issue." 11. "Par. 12. "The titles of industrial property, patents, and trademarks, in the form and manner established by law." 12. This article has been superseded by Secs. 1170 and 1171 of the Revised Administrative Code. 13. Art. 29. Unregistered powers of attorney shall give rise to actions between the principal and the agent, but they cannot be used to the prejudice of third persons, who, however, may rely thereon in so far as they may be favorable." This article has been repealed by Article 2270 of the New Civil Code which has repealed all provisions of the Code of Commerce on agency. 14. These articles have been impliedly repealed by Commonwealth Acts No. 83 and 287, and by Sec. 66 of the Revised Administrative Code. 1. See PD No. and Integrated Reorganization Plan, (Art. III, Chapter 1, Part X) appendix, infra. 2. But See Sec. 17 PD 1521, Ship Mortgage Decree of 1978 which took effect June 11, 1978, infra and a different list of preferred claims and Sec 2, PD 214, Appendix infra, repealing or modifying Arts 580 and 584. [...]... phần của chế độ quân chủ Tây Ban Nha, trong đó có Philippines Từ một quan điểm pháp lý của các luật năm 1829 được xem là điều luật tốt nhất của thương mại trong khoảng thời gian này Luật này theo sau những bước chân của người Pháp Code de Commerce của năm 1807, nhưng người Tây Ban Nha đã hiện đại hóa các quy định về nhiều mặt Tuy nhiên ảnh hưởng của Pháp luật trong tiếng Tây Ban Nha Luật Thương mại. .. toàn bởi các luật tiếng Pháp ở các bộ phận hạt nhân của mình, luật các Sanz de Andino theo dõi chặt chẽ các truyền thống Luật Thương mại Tây Ban Nha đã thiết lập trong các Pháp lệnh Bilbao của năm 1737 và Luật của Castile Song song với việc soạn thảo của Bộ luật này vào năm 1829 cũng đã được thi hành pháp lệnh Lãnh sự Málaga, có tác dụng rất hạn chế vì việc áp dụng của Bộ luật Bộ luật của năm 1829... hóa của Bộ luật hiện hành của Thương mại, nhưng nó sẽ cố gắng để thiết lập một hệ thống mới cho các luật thương mại Tây Ban Nha mà vượt khỏi những quan niệm cũ và coi trọng Luật Thương mại như Luật của thị trường Để làm điều đó Bộ luật trừng phạt hợp đồng mới và tổ chức mới, mặc dù hiện tại họ đang sử dụng, không điển hình trong hệ thống của chúng tôi, ví dụ như thương mại điện tử Cuối cùng, Bộ luật. .. sau bởi một số luật phát triển, chẳng hạn như một đạo luật cho thương mại và kinh doanh (1830), và nhiều quy định liên quan đến thị trường chứng khoán, ngân hàng, Luật doanh nghiệp và các chủ đề thương mại khác Sự phong phú này của pháp luật thương mại biện minh sự cần thiết cho một luật mới về Thương mại, đã được phê duyệt trong năm 1885 Theo bản ghi nhớ của văn bản này, soạn thảo của nó là một phản... lượng thương mại –Điều 303-, Vay thương mại –Điều 311-, Vận chuyển –Điều 349-, vv.) Cùng với đó là hệ thống hiện hành của Luật Thương mại có hiệu lực ở cả Tây Ban Nha và Philippines được dựa trên ý tưởng của doanh nhân là đối tượng của quy định thương mại Xem xét nội dung của nó, luật này đã được cho là đã bị lỗi thời kể từ khi áp dụng của nó rất nhiều mặt (vận tải biển, ví dụ) Tuy nhiên quy định của. .. vấn đề khác nhau của mỗi quốc gia thành yếu tố quan trọng quyết định đến sự phát triển của Luật Thương mại Các kết nối đầu tiên giữa Luật Thương mại Tây Ban Nha và Philippines ngày trở lại bối cảnh lịch sử chung của cả hai nước trong thời kỳ thuộc địa và bắt đầu pháp điển hóa pháp luật Tây Ban Nha Bằng cách này, Hiến pháp Tây Ban Nha năm 1812 thiết lập ra luật dân sự, hình sự và thương mại sẽ được phổ... - Công ty thương mại - Luật Cạnh tranh - Nghĩa vụ thương mại và hợp đồng nói chung - Hợp đồng thương mại đặc biệt - Thư thương mại và các công cụ khác để thanh toán và các khoản tín dụng - Giới hạn và thời gian theo toa Philippines cũng đã phải đối mặt với những vấn đề của sự bất cập của các quy định của Bộ luật Thương mại Tây Ban Nha trong thế kỷ XX.Trong trường hợp này, mặc dù quy định của nó được... hiệu lực của Bộ luật Tây Ban Nha, các bộ phận Hải quan và Insular giao Bộ Chiến tranh thông qua một bản dịch của Bộ luật Thương mại trong tháng mười năm 1899 mà là một phần vẫn còn hiệu lực Tuy nhiên, như chúng ta sẽ xem xét, một số nguyên tắc pháp luật phổ biến của Mỹ ảnh hưởng đến hệ thống luật pháp Philippines bằng cách pháp luật và tư pháp bởi những tuyên bố Bộ luật năm 1885 có cơ sở của một quan... Luật năm 1985; Đạo luật Hợp đồng bảo hiểm của năm 1980;Đạo luật về hợp đồng đại lý của năm 1992; Đạo luật Insolvencies năm 2003; hoặc Đạo Luật Hàng hải Navigation gần đây của năm 2014 (trong số nhiều người khác) Tiến hóa pháp lý này đại diện cho quá trình hiện tại của decodification đã chịu đựng của Luật Thương mại Tây Ban Nha trong suốt thập kỷ qua Luật Thương mại đã được dần dần đổ và hành vi mới có... người thực hiện các hành vi là một thương gia hay không, các giao dịch thương mại quy định tại Bộ luật hoặc tương 23 tự với những người sẽ phải chịu các quy định thương mại Tuy nhiên, theo văn bản của Bộ luật Thương mại, cho thấy nhiều tài liệu tham khảo cho các nhu cầu của sự tham gia của một thương gia để xem xét một giao dịch hoặc hợp đồng có tính chất thương mại (ví dụ như tài khoản chung –Điều . tìm hiểu pháp luật thương mại của Philiphines là rất cần thiết. Bằng phương pháp tìm hiểu, tổng hợp, phân tích và dựa trên kiến thức của mình, nhóm 7 thực hiện bài tiểu luận Tìm hiểu pháp luật. của pháp luật, đặc biệt là những quy định của pháp luật liên quan đến các hoạt động thương mại. Đặc biệt hơn, việc Việt Nam và Philiphines đang xúc tiến các hoạt động thương mại thì việc tìm. thương mại như: -Hiệp định Thương mại (1/78) -Nghị định bổ sung danh mục hàng hoá buôn bán (3/1990) -Hiệp định thành lập Uỷ ban hỗn hợp về Thương mại và Kinh tế Việt Nam - Philipines (2/92); -Nghị