The Shipowner may do what is reasonable（）any of these liens in view of the fact that they are possessory liens，i.e. they can only be enforced by retaining actual or constructive possession of the cargo.

The Shipowner continues to be liable as a carrier（）by the contract，or in the usual course of business，the transit is terminated and the goods have been warehoused for their owner to be ready to receive them.

There（）to be some doubt as to the law governing a contract for through carriage partly by land and partly by sea.

If the master has acted unreasonably，e.g. knowing of the danger in the port has still proceeded to enter it，and danger results，the Charterer will（）.

The Owners to take over and pay all fuel remaining in the Vessel’s bunkers on re-delivery at current price at the port of redelivery，or at the nearest main bunkering port，if the bunker price at the port of redelivery is not available. This indicates that the Owners are to take over and pay the remaining bunkers（）.

A vessel’s Certificate of Documentation（）.

It should be（）that any maritime liens attaching to the ship at the time of her arrest have priority over the claim for which she was arrested.

The Shipowner cannot rely on the excepted perils if he has not（）due diligence to make the ship seaworthy and its nonfulfilment causes the damage，nor can he do so if the vessel makes an unreasonable deviation.

When the carrier is liable for compensation in respect of loss of or damage to the goods such （）shall be calculated by reference to the invoice value of the goods plus freight charges and insurance if paid.

If the Charterer sends the vessel on her last voyage at a time when there is no expectation that she will be redelivered within a reasonable time of the end of the period of the Charterparty，and she is in fact redelivered late，he（）.