The terms diversion and reconsignment are used interchangeably to refer to a change in the destination or billing of a shipment before or after it reaches its original destination. Reconsignment is of considerable importance to the commercial world because goods may be shipped from a distant source of supply toward a certain destination and then diverted to the most favourable market. Carriers are generally permitted to make a charge for the exercise of a diversion or reconsignment privilege. The number of diversions is generally limited in order to prevent the use of means of transport as places of storage.

The owner of the goods may, in all legal systems, change the carrier’s instructions as to the place of destination or as to the person entitled to take delivery. The carrier must comply with this order, provided that he has satisfied himself that the person designating a new place of delivery or a new recipient is the owner of the goods at the time the order is given. In civil-law jurisdictions, the person in possession of the title of transport, be it a bill of lading or other document, is ordinarily entitled to change the destination of the goods. This rule has been largely followed in international conventions, including the Warsaw Convention of 1929. At common law, in the absence of other provision, the consignee is regarded as the owner of the goods while they are in transit; therefore, it is ordinarily the consignee who is entitled to change the destination of the shipment.

Stoppage in transit is technically the right of an unpaid seller of goods to change their destination before they are delivered to the consignee. The seller has this right by virtue of directly applicable legislation even if he has not reserved the ownership of the goods in his transaction with the buyer. Indicatively, the British Sale of Goods Act of 1893, which codified the common-law rules, declares that the unpaid vendor may resume possession of the goods as long as they are in the course of transit and may retain them until payment or tender of the price. There are analogous provisions in civil-law jurisdiction.

Dangerous goods

Dangerous goods are those that, from their nature, are liable to cause damage to persons, to means of transport, or to other goods. In all legal systems, the carriage of dangerous goods has given rise to distinct problems and to the development of special rules.

In civil-law countries, legislation or administrative regulations define categories of goods considered to be dangerous and either exclude their shipment by public carriers or determine the conditions under which they may be shipped. In common-law jurisdictions, the shipper is liable to the carrier for all damage caused by dangerous goods delivered for shipment, unless he has declared the dangerous nature of the goods at the time of delivery, and the carrier has accepted them with knowledge of their nature.

Carriage by two or more carriers

Goods frequently reach their destination after they have passed through the hands of two or more carriers. This may happen when the shipper has contracted with several carriers, when the shipper has authorized one of the carriers to act as his agent with other carriers, or when the carrier, without authority, delivers the goods to another carrier.

If the carrier, without authority, delivers the goods to another carrier, he is liable to the shipper for any misdelivery by the second carrier and for any loss or damage suffered by the owner of the goods during the time in which the goods were in the possession of the second carrier. This means that the carrier cannot relieve himself from liability by performing the contract through the services of an agent. Moreover, delivery of the goods to another carrier may be a breach of contract by virtue of an implied or express condition that the carriage shall be effected by the vehicles of the carrier. Such a condition is implied in maritime transports.

Carrier’s liens

The law strives everywhere to secure payment of the freight to a carrier who has carried the goods to their destination. In common-law jurisdictions, the carrier may have to this effect a common-law lien, a statutory lien, or even a contractual lien. In civil-law jurisdictions, the carrier has, ordinarily, a privilege on the things carried.

A common carrier in common-law jurisdictions has a common-law lien under which he is entitled to retain possession of the goods until earned freight is paid to him. The carrier is not entitled to sell the goods or to use them; parties, however, may agree that the carrier shall have an active lien—namely, that he shall have the right to sell the goods. Thus, in maritime carriage in the United States, the shipowner is clearly entitled to seize and sell the goods carried by him in case of nonpayment of the freight. Parties may agree that the carrier shall have no lien at all or that he shall have a general lien on the goods carried, namely, a lien covering debts other than the pending freight. After the lien is exercised, the carrier has the rights and duties of a bailee. He may thus be liable for loss or damage occasioned by his negligence, and he may be entitled to recover expenses that were reasonably necessary for the preservation of the goods.

Carriers in civil-law jurisdictions ordinarily have a privilege on the goods carried by them for the payment of the freight and of incidental expenses. In France and in systems following the French model, this privilege is available only to professional carriers who carry goods by contract of carriage. The civil-law privilege differs from a common-law lien in that it confers on the carrier power and authority to sell the goods for the satisfaction of his claims. The privilege covers the whole shipment as determined by the documents of transport and is extinguished upon delivery of the goods to the consignee. Quite apart from the privilege, the carrier in civil-law jurisdictions may be entitled, under the general law of obligations, to refuse delivery of the goods until payment of the freight; moreover, he may secure payment of the freight by a variety of contractual arrangements.