主答/ALEX（航运顾问委员会 委员）在装卸粮食货物，铁矿石浓缩物货物和其他类似的散装货物时，货物质量问题时常发生。 特别是来自乌克兰铁矿，时常含有小部件，石头，铁锈，木材，碎片，塑料瓶，聚乙烯袋或钢丝绳等等，所有这些都严重影响货物状况。 这些异物在卸港卸货的时候，很可能对卸货机器，尤其是传送带造成损害，影响卸货速率，严重的产生巨额索赔。如果是粮食之类的，甚至可能导致拒收。 如下图： 针对吾爱网日照TranslinkShipping的TonyLaw 网友的问题：在卸货港，货物中的铁块破坏卸船机器，谁该买单？这个问题，本文尝试做简要的阐述，来说明这类因为铁块等物体损坏卸货机或传送带的责任归属问题。 如果在卸货过程中发生此类损坏卸货机或者割破传送带的问题，第一时间拍照取证，保留损坏的元凶-物证，比如铁块或者钢条。如果后果严重，立即通知保赔协会上船协助处理。 这些铁块或者钢条，经过查核后很容易知道归属，是货物本身的还是船上自身的物件，此处分两种情况讨论。 一、铁块或者钢条属于货物本身的 不管TCT还是VC情况下，提供合同内的允许的货物都是租家的责任。TCT 下根据NYPE46第8条，如无修改的则为“Charterersare to load, stow, trim And discharge the cargo at their expenses under the supervisionof the Caption, whois to sign Bills of Lading for cargo as presented,in conformitywith Mate’s receipts.” 租家得负责货物的装、绑扎、平舱及卸货，时间费用都是租家的，船长只要监督就行，然后按照租家提供的提单样式签发提单，此提单需与大副收据一致。 VC情况下，如合同没有特别规定，船东只负责赚取运费，装卸货，安排工人都是租家的责任风险。 那么如果在装货的过程中，船长已经发现货物夹含杂质，立即拍照取证，要求装货工人停止装货，把杂质取出。如果装货工人不干，则应拒绝签发清洁大副收据及清洁提单，需要在大副收据上加上备注。 此种情况下，责任归属很清楚，损坏需要租家负责。 需要注意的地方是，租家如果要求船东签发清洁提单，船东不可同意。就算租家出具保函，也不可接受。往往这类LOI，不是善意的保函，不被保赔协会接受；会造成串供，欺骗无辜的第三方买家，保函不被支持。如果一定要出清洁提单，则需租家另签一份Addendum,租家保证因签发清洁提单造成的所有风险和后果。在英国法下，订约自由，当此Addendum作为租约的一部分，法官会支持。 此外在“supervision”后，作为船东，则千万不可接受添加 “and responsibility”之类的字眼。如果加了，则货物的装卸责任从租家转到了船东身上。此处异常重要，切记。 有人疑问，船长没发现货物有杂质，但船东签了清洁提单，在卸货如果造成损坏，是否船东得负责？此种情况下，尤其是装货效率较高的时候，常人就算24小时一直盯着装货，尤其是夜间装货，根本发现不了。除非租家能证明船方发现问题了，但恶意签发清洁提单。这样情况非常少见，船东没有利益，无需故意签发。 据伦敦仲裁判例，（2014）892LMLN3-London Arbitration 4/14一案，船长感觉装的货物有问题，要求停止装货。随后租家安排检验人员取样检验，最后发现没有问题。但法官判耽误的37个小时继续算LAYTIME，法官认为船长克尽义务，船方没有过错，属于合理的范围。 英国CommonLaw下，如果租约里没有规定，法官常常会以他们的common sense, 也就是常识去解释案例。因此这类货物中含有其它杂质而没被发现，通常情况下船方会被支持，只要克尽职责即可；除非租家能证明船方恶意。 二、铁块或者钢条属于船上自身的物件 如果经检验后发现造成损坏的铁块或者钢条属于船上自身的物件，比如澳 梯的栏杆或者污水井盖等。那么如果是因为卸货工人野蛮卸货等原因造成梯子栏杆损坏，然后随着货物一起送进传送带造成传送带损坏，此情况下依然需租家负责。只有一种情况下需船东负责，此栏杆脱落是因为船东维修保养不到位造成；同时租家还得证明脱落不是因为装货过程中因为货物从装货机高处落下造成栏杆破断。 有人疑问，如果装卸工人造成的，那船东是否需要负责？依据伦敦仲裁判例（2013）889 LMLN 4-London Arbitration 18/13 一案，因为卸货工人的野蛮操作，导致货物破损；法官判船东无需为此部分因为卸货工人野蛮操作造成的货损负责。理由是卸货工人是租家安排的，租家需要安排胜任的卸货工人，由卸货工人造成的则租家承担费用风险，除非合同约定卸货工人由船东安排。 为了避免遭遇不必要的索赔，船方如果遭遇工人的野蛮装卸货，则最好拍照取证，发PROTECT以保护船东利益。 以下为SKULD针对这方面的问题提供的意见做参考。
Time charters At common law,the owners are obliged to load, stow, trim and discharge the cargo. Owners can,however, endeavor to include clauses in the charterparty that serve to transferthese obligations to charterers. Incorporation of clause 8 of the NYPE ’46 achieves this. NYPE ’46 –clause 8: “Charterers are to load, stow and trim the cargo at their expenseunder the supervision of the Captain” NYPE ’93 –clause 8: “Charterers shall perform all cargo handling, including but notlimited to loading, stowing, trimming, lashing, securing, dunnaging, unlashing,discharging, and tallying, at their risk and expense, under the supervision ofthe Master.” Despite thewording of clause 8, the vessel’s master owes no positive duty to thecharterers to supervise these operations. The responsibility for any loadingissues or stevedore damage will only be transferred back from the charterers tothe owners if the master actively interferes in the stevedoring / cargooperations. Clause 8 may attimes be amended to include “and responsibility” after “supervision”. Wherethis is the case, responsibility for cargo operations stays with the ownersunless they are able to prove that the charterers actively interfered in thecargo operations/stevedoring operations. Stevedore damage Where charterersare under an obligation to load and discharge cargo, the losses caused by thenegligence of stevedores, prima facie, remain with them. It is common,however, to include additional stevedore rider clauses holding charterersliable for stevedore damage in charterparties. If such rider appears in acharter in which clause 8 is amended to include “and responsibility”, theresponsibility for stevedore damage is considered to rest with the owners, withthe rider clause only transferring liability to charterers where theirintervention is the direct cause of the damage. (London Arbitration No. 2/89(LMLN 242)) Conflictingrider clauses can sometimes lead to uncertainty in respect of liability forstevedore damage, as demonstrated in the London Arbitration Award [1992] 318LMLN 1. However, as a general rule, liability for stevedore damage usuallyrests with the party responsible for the loading and discharging operations andclear words are necessary to transfer this responsibility to the other party. Voyage charters Similarconsiderations will have to be made in connection with voyage charterparties.Again, if the voyage charterparty has no express clause allocatingresponsibility for cargo operations / stevedores, then these may fall toowners. Additional clauses Parties are freeto determine and allocate responsibility in their own contract. Under acharterparty fixed on a FIOS (Free In, Out Stowed) basis, responsibility ofloading, stowing and discharging should lie with the charterer. The owner isusually free of any risks and expenses in respect of cargo damage, unless thealleged damage is caused by owners or owners’ agents, at times qualified toexclude acts of negligence. 以下是其他网友的看法及意见： |
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来自： 踏雪无痕zmbk92 > 《ALEX ZHAN》
