Documente Academic
Documente Profesional
Documente Cultură
* One who goes to the railroad station to inquire as to the Note: Since common carrier is presumed is to be negligent, it
possibility of securing passage on a freight train, which he has been observed that the DOCTRINE of PROXIMATE CAUSE is
knows, by the rules of the company, is not allowed to carry INAPPLICABLE to a contract of carriage. The injured passenger or
passengers, and to secure passage thereon if possible, is not owner of goods need not prove causation to establish his case.
entitled to the rights of a passenger but is a mere trespasser.
The absence of causal connection is only a matter of defense.
* One who rides upon any part of the vehicle or conveyance
which is unsuitable or dangerous, or which he knows is not Requisites of Fortuitous Event:
intended for passengers, is not presumed to be a passenger. 1. The cause of the unforeseen and the unexpected
occurrence, or of the failure of the debtor to comply with
* One who secures free passage by fraud or stealth is precluded his obligation, must be independent of the human will
from recovery for injuries sustained through the negligence of 2. It must be impossible to foresee the event which
the carrier, for he has not assumed the status of a passenger. constitutes the caso fortuito, or if it can be foreseen, it
must be impossible to avoid
* A person riding on a freight train, on a drivers pass or similar 3. The occurrence must be such as to render it impossible
arrangement, to look after livestock being transported and as for the debtor to fulfill his obligation in a normal manner
Thus, if the carrier accepted the goods knowing the fact of Reasons for the rule:
improper packing or even if the carrier does not know 1. Undertaking of the carrier requires that its passenger
but the defect was nonetheless apparent upon ordinary that full measure of protection afforded by the exercise
observation, it is not relived from liability for loss or injury to of high degree of care prescribed by law, inter alia from
goods resulting therefrom. violence and insults at the hands of strangers and other
passengers, but above all, from the acts of the carriers
Cases: own servants.
Using the term in broader sense, damages in the nature of Art. 1757. The responsibility of a common carrier for
demurrage are recoverable for a breach of the implied obligation the safety of passengers as required in Arts. 1733 and
to load or unload the cargo with reasonable dispatch, but only 1755 cannot be dispensed with or lessened by
by the party to whom the duty is owed and only against on who stipulation, by the posting of notices, by statements on
is a party to the shipping contract. Notice of arrival of vessels or tickets, or otherwise. (Note: Absolute; extraordinary at
conveyances, or their placement for purposes of unloading is all times.)
often a condition precedent to the right to collect demurrage
charges. Gratuitous passenger A stipulation limiting the common
carriers liability for negligence is valid, but not for willful acts of
CHAPTER 3 gross negligence. The reduction of fare does not justify any
EXTRAORDINARY DILIGENCE limitation.
A warranty of seaworthiness requires that it be properly laden, Cargo must generally not be placed on deck. The carrying of
and provided with a competent master, a sufficient number of deck cargo raises the presumption of unseaworthiness unless it
competent officers and seamen, and the requisite can be shown that the deck cargo will not interfere with the
appurtenances and equipment. proper management of the ship.
The carrier shall be bound before and at the beginning of the
voyage to exercise due diligence to: D. NEGLIGENCE OF CAPTAIN AND CREW
1. Make the ship seaworthy;
2. Properly man, equip, and supply the ship; - Failure on the part of the carrier to provide competent
3. Make all parts of the ship in which goods are carried, captain and crew should be distinguished from the
fit and safe for their reception, carriage, and negligence of the said captain and crew, because the
preservation. latter is covered by the Limited Liability Rule (liability of
the shipowner may be limited to the value of the
The carrier shall properly and carefully load, handle, stow, carry, vessel).
keep, care for, and discharge the goods carried. - If the negligence of the captain and crew can be traced
to the fact that they are really incompetent, the Limited
Liability Rule cannot be invoked because the shipowner
may be deemed negligent.
Note: there is transshipment whether or not the same person, VI. EXTRAORDINARY DILIGENCE IN CARRIAGE BY AIR
firm or entity owns the vessels (what matters is the actual - The aircraft must be in such a condition that it must be
physical transfer of cargo from one vessel to another) able to withstand the rigors of flight.
V. EXTRAORDINARY DILIGENCE IN CARRIAGE BY LAND Airworthiness An aircraft, its engines propellers, and other
components and accessories, are of proper design and
A. CONDITION OF VEHICLE construction, and are safe for air navigation purposes, such
- Common carriers that offer transportation by land are design and construction being consistent with accepted
similarly required to make sure that the vehicles that engineering practice and in accordance with aerodynamic laws
they are using are in good order and condition. and aircraft science.
Contracts of Adhesion 1. Exempting the carrier from any and all liability for loss
- It is to be construed liberally in favor of the shipper who or damage occasioned by its own negligence - INVALID
adhered to such bill as it is a contract of adhesion. The as it is contrary to public policy.
only participation of the party is the signing of his 2. Parties may stipulate that the diligence to be exercised
signature or his adhesion thereto. by the carrier for the carriage of goods be less than
- The shipper or passenger is bound by the terms and extraordinary diligence if it is:
conditions if there is no occasion to speak of a. in writing and signed by both parties
ambiguities or obscurities b. supported by a valuable consideration other
- If the words appear to be contrary to the evident than the service rendered by the common
intention of the parties, the latter shall prevail over the carrier
former c. the stipulation is just, reasonable and not
contrary to law.
ART. 24 (NCC). In all contractual property or other relations, 3. Providing an unqualified limitation of such liability to an
when one of the parties is at a disadvanatge on account of his agreed valuation - INVALID
moral dependence, ignorance indigence, mental weakness, 4. Limiting the liability of the carrier to an agreed
tender age and other handicap, the court must be vigilant for valuation unless the shipper declares a higher value
his protection. and pays a higher rate of freight- VALID and
ENFORCEABLE.
Parole Evidence Rule
- BOL is covered by the parol evidence rule, that the Note: the purpose of limiting stipulations in the bill of lading is to
terms of the contract are conclusive upon the parties protect th common carrier. Such stipulation obliges the
and evidence aliunde is not admissible to vary or shipper/consignee to notify the common carrier of the amount
contradict a complete enforceable agreement, subject that the latter may be liable for in case of loss of the goods
to well defined exceptions
- The mistake contemplated as an exception to the parol Remember:
evidence rule is one which is a mistake of fact mutual 1. The parties cannot stipulate so as to totally exempt the
to the parties. carrier from exercising any degree of diligence
- Note that if such is not raised inceptively in the whatsoever
complaint or in the answer, a party cannot later on be 2. The parties cannot stipulate that the common carrier
permitted to introduce parol evidence thereon shall exercise diligence less than the diligence of a
good father of a family
Bill of Lading as Evidence
- The BOL is the legal evidence of the contract and the RECOVERY OF DAMAGES FROM CARRIER FOR CARRIAGE
entries thereof constitutes prima facie evidence of the OF GOODS:
contract. 1. Inter-island - if goods arrived in damaged condition (Art.
- All the essential elements of a valid contract (cause, 366):
consent, object) are present when such bill are issued. a. If damage is apparent, the shipper must file a claim
immediately (it may be oral or written);
III. ACTIONABLE DOCUMENT/DOCUMENT OF TITLE b. If damage is not apparent, he should file a claim within 24
- In a contractual obligation, the bill of lading can be hours from delivery.
categorized as an actionable document under the Rules The filing of claim under either (1) or (2) is a condition
of Court. Hence, the bill of lading must be properly precedent for recovery.
pleaded either as causes of action or defenses If the claim is filed, but the carrier refuses to pay: enforce
- ART 1507 (NCC). A document of title in which it is carriers liability in court by filing a case:
stated that the goods referred to therein will be a. within 6 year, if no bill of lading has been issued; or
delivered to the bearer or to the order of any person b. within 10 years, if a bill of lading has been issued.
named in such document is a negotiable document of
title. 2. Overseas where goods arrived in a damaged condition from
a foreign port to a Philippine port of entry: (COGSA)
- If the document of title contains the required words of a. upon discharge of goods, if the damage is apparent, claim
negotiability to make the instrument negotiable under should be filled immediately;
Article 1507 of the NCC, the document remains to be b. if damage is not apparent, claim should be filled within 3
negotiable even if the words not negotiable or non days from delivery.
negotiable are places thereon
Filing of claim is not a condition precedent, but an action must
o a. Bearer document- negotiated by delivery be filed against the carrier within a period of 1 year from
o b. Order document- negotiated by discharge; if there is no delivery, the one-year period starts to
indorsement of the specified person so named run from the day the vessel left port (in case of undelivered or
lost cargo), or from delivery to the arrastre (in case of damaged
- Effects of negotiation. Negotiation of the document has cargo).
the effect of manual delivery so as to constitute the Where there was delivery to the wrong person, the prescriptive
transferee the owner of the goods. period is 10 years because there is a violation of contract, and
the carriage of goods by sea act does not apply to misdelivery.
BASIC STIPULATIONS (Ang v. American SS Agencies (19 SCRA 631)
- Provided for in the Code of Commerce
CARRIAGE OF GOODS BY SEA ACT (C.A. No. 65)
An agreement relieving the carrier from liability or fixing a lower b) Order document (Sec. 38, NIL and Art. 1509, NCC)
limit is null and void. (Art. 23) - can only be negotiated through the indorsement of the
Carrier not entitled to the foregoing limit if the damage is specified person so named.
caused by willful misconduct or default on its part. (Art. 25) - such indorsement may be in blank, to bearer or to a specified
person.
Case: China Airlines vs. Daniel Chiok
- The ticket-issuing airline acts as principal in a contract Where a negotiable document of title is transferred for
of carriage and is thus liable for the acts and the value by delivery, and the endorsement of the
omissions of any errant carrier to which it may have transferor is essential for negotiation, the transferee
endorsed any sector of the entire, continuous trip. acquires a right against the transferor to compel him to
endorse the document. xxx (Art. 1515, Civil Code)
Place of Destination- within the meaning of the Warsaw
Convention, is determined by the terms of the contract of C. Effects of Negotiation
carriage, or specifically the ticket between the passenger and - has the effect of manual delivery so as to constitute the
the carrier. It is the destination and not an agreed stopping transferee the owner of the goods
place that controls for the purpose of ascertaining jurisdiction - results in the transfer of ownership because transfer of
under the Convention. (Case: Santos III vs. Northwest Orient document likewise transfers control over the goods
Airlines and CA) - refer to Art. 1513
Remember: It does not make any difference that the liability of Filing of claim is not condition precedent. Thus,
one springs from the contract while that of the other arises from regardless of whether the notice of loss or damage has
quasi-delict. If the owner and driver of the other vehicle are not been given, the shipper can still bring an action to recover
impleaded, the carrier may implead them by filing a third party said loss or damage within one year after the delivery of
complaint. the goods or the date when the goods should have been
delivered
Solidary liability
- In case the negligence of the carriers driver and a third a) Prescription
person concurs, the liability of the parties carrier and Action for damages must be filed within a period of one (1)
his driver, third person is joint and several. year from discharge of the goods.
The period is not suspended by an extra-judicial demand.
NOTICE OF CLAIM AND PRESCRIPTIVE PERIOD (Why? Transportation of goods by sea should be decided
in as short a time as possible)
A. Overland Transportation of Goods and Coastwise o Case: Dole Philippines Inc. vs. Maritime
Shipping Company of the Philippines - the prescriptive
a) When to file a claim with carrier period is not tolled or interrupted by a written
- Art. 366 constitutes a condition precedent to the extra-judicial demand. Article 1155 is NOT
accrual of a right of action against a carrier for applicable.
damage caused to the merchandise. The period does not apply to conversion or misdelivery.
The one (1) year period refers to loss of goods and not to
Under Art. 366 of the Code of Commerce, an action for misdelivery.
damages is barred if the goods arrived in damaged
condition and no claim is filed by the shipper within the - Damages arising from delay or late delivery are not the
following period: damage or loss contemplated under the COGSA. The
1. Immediately if damage is apparent; goods are not actually lost or damaged. The applicable
period is ten (10) years.
Maritime Law is the system of laws which particularly relates Article 837, 587, 590 and 643 provides for limited
to the affairs and business of the sea, to ships, their crews and liability of shipowner. (read full provision)
navigation and to marine conveyance of persons and property
Art. 837: civil liability incurred by the ship owner: liability
Governing Laws: limited to value of the vessel + appurtenances + freightage
1. New Civil Code primary law on maritime commerce earned during voyage
2. Book III Code of Commerce applied suppletorily
3. Special Laws Art. 643: vessel and cargo lost by reason of capture or wreck:
a. Salvage Law (Act No. 2616) all rights shall be extinguished, both as regards the crew to
b. Carriage of Goods by Sea Act (CA No. 65) demand any wages whatsoever, and as regards the ship agent
c. Ship Mortgage Decree of 1978 (PD 1521) to recover the advances made
If a portion of the vessel or of the cargo, or both, should
REAL AND HYPOTHECARY NATURE OF MARITIME LAW be saved, the crew engaged on wages, including the captain,
shall retain their rights on the salvage, so far as they go, on the
Case: Philippine Shipping Company, et al. vs. Francisco Garcia remainder of the vessel as well on the amount of the freightage
Vergara of the cargo saved; but sailors who are engaged on shares shall
That which distinguishes the maritime from the civil not have any right whatsoever on the salvage of the hull, but
law and even from the mercantile law in general is the only the portion of the freightage saved. If they should have
real and hypothecary nature of the former worded to recover the remainder of the shipwrecked vessel they
shall be given from the amount of the salvage an award in
Evidence of this real nature of maritime law: proportion of the efforts made and to the risks encountered in
o The limitation of the liability of the agents to order to accomplish the salvage
the actual value of the vessel and the freight
money Art. 587: ship agent may exempt himself of the civil liabilities
o The right to retain the cargo and the embargo for the indemnities in favor of third persons by abandoning
and detention of the vessel even cases where vessel with all equipments and freight it earned during voyage
the ordinary civil law would not allow more
than a personal action against the debtor or Art. 590: co-owners civilly liable in proportion to their interest
person liable and may exempt liability by abandonment of the part of the
vessel belonging to him
This repeals the civil law to such extent that, in certain
Limited liability rule means that the liability of a shipowner
cases where the mortgaged property is lost no
for damages in case of loss is limited to the value of his vessel.
personal action lies against the owner or agent of the
vessel No vessel, no liability.
The civil liability for collision is merely co-existent with
Two reasons why it is impossible to do away with the interest in the vessel; if there was total loss,
these privileges: liability is also extinguished.
o The risk to which the thing is exposed
o The real nature of maritime law, exclusively GR: If the ship is totally lost, liability is extinguished. If the ship
or part thereof still exists, he can escape liability by abandoning
real, according to which the liability of the
the vessel, its appurtenances and its freight.
parties is limited to a thing to which is at
mercy of the waves
Case: Monarch Insurance Co., Inc. vs. Court of Appeals
Case: Aboitiz Shipping Corporation vs. General Accident Fire and The total destruction of the vessel extinguishes
Life Assurance Corporation, Ltd. maritime liens because there are no longer any res to
which it can attach. This doctrine is based on the real
The real and hypothecary nature of maritime law and hypothecary nature of maritime law.
simply means that the liability of the carrier in
Note: Since the Civil Code contains no provision regulating
connection with losses related to maritime contracts is
liability of shipowners or agents in the event of total loss or
confined to the vessel, which is hypothecated for such
destruction of the vessel, Article 587 of the Code of Commerce
obligations or which stands as the guaranty for their
governs.
settlement
Purpose: It was designed to offset such adverse
Article 837, 587 and 590 of Code of Commerce cover only:
conditions and to encourage people and entities to 1. Liability to third persons
venture into maritime commerce despite the risks and 2. Acts of the captain
prohibitive cost of shipbuilding 3. Collisions
Thus, the liability of the vessel owner and agent arising
from the operation of such vessel were confined to the EXCEPTIONS TO THE LIMITED LIABILITY RULE
(1) vessel itself, (2) its equipment, (3) freight, (4) and 1. Where the injury or death to a passenger is due either
insurance if any, which limitation served to induce to the fault of the shipowner, or to the concurring
If the plaintiff was injured or heirs will file action from insurance MARITIME PROTEST (4 INSTANCES) REQUIRED (LOOK AT CODE
company, and since shipowner cannot avail of limited liability, OF COMMERCE and above notes)
this is not advisable to the plaintiff because it has no privity of
contract with the insurance company INSTANCES WHEN IT DOES NOT APPLY:
1. NOT based CODE OF COMMERCE AND BASED ON QUASI-
Q: when does insurance argument come in? DELICT THEN NOT MARITIME PROTEST
A: only when the shipowner will bring the insurance company to 2. when what was is involve is not a vessel (Lopez vs. Duruel:
the case filed by the plaintiffby way of third party complaint. the motor boat is not a vessel under maritime law, it is only
Once insurance company is impleaded then this can be used: engaged in bay traffic. A vessel in maritime law, should be
that the owner cannot avail of limited liability. engaged in transporting goods, persons, or both from one port
to another)
But no shipowner will ever implead the insurance. Because they
will be the one who will claim the insurance without telling the (But to be sure: you file maritime and allege such bahala dili
plaintiffs. In the case, there is no proof that the vessel is insured. kelangan coz otherwise dismiss ang case)
Even if we know outside court, it is insured because in the court,
there is no proof that the vessel is insured. Court will not identify Since a vessel is a personal property, it can be mortgaged
evidence not properly identified and recoded in court. Same concept with mortgage but different rule
- PD 1521:
Q: is it really an exception in its strict sense?
A: Not really (CAPANAS). What is the implication if you properly Q: what about process of extra judicial foreclosure of vessel?
invoke the LLRule the plaintiff cannot avail beyond the value of A: chattel mortgage law should govern
the vessel.
If not apply plaintiff will recover more than the value of vessel Q: what to remember under PD 1521?
subject to rules on claiming of damages. A: Section 4
registration, non waiver
But question, if vessel if covered with insurance, does this mean Section17: priority of claims
that plaintiff can recover to the amount applied? No, they can
only recover until the coverage of the insurance proceeds. Q: are there claims in maritime law over and above preferred
mortgage?
3. Negligence A: yes. Look at section 17.
- common carrier is presumed negligent if common carrier.
However, this does not apply when there is an invocation on Case: Poliand Industrial
limited liability. (in all cases except MONARCH vs. CA) --- the rest - facts shows that the proceeds debted from hardwood was for
of the case, the court has found negligence based on the facts the modification of the vessel (extended for vessels benefit), for
presented. You cannot invoke presumption of negligence so that crews wage
limited liability rule will not apply.
Characteristics of maritime lien:
Monarch _-- SC: since there is a presumption of negligence then 1. maritime property
LLR will not apply. But SC also said that if LLR is invoked, the 2. travels with the property--- it cannot be extinguished
initial burden to invoke negligence shifts to the shipowner. They 3. enforceable in an action in rem--- action directed to the
should prove that there is no privity or knowledge on the property (crescent case: ang gi kiha ang vessel)
negligence of the ship captain.
Under section 22: persons authorize to procure repairs
Q: what is the relationship of Civil Code and LLR? (presumed):
A: There is none. Under 1766 in all matters not provided by Civil 1. managing agent
Code, Code of Commerce or Special law will apply. There is no 2. ships husband --- agent of the vessel
rule in Civil Code in limited liability rule thus Code of Commerce
will apply. (but in monarch, this was not applied--- all the If mortgagor does not pay:
negligence was related to the absence of exercising 1. judicial foreclosure file actual case and implead the vessel
extraordinary diligence) as party defendant (served to captain or authorized person); you
can ask the court order to arrest the vessel.
When the mercantile code speaks of vessels, they refer Case: Philippine Refining Company vs. Jargue
solely and exclusively to mercantile ships, as they do not - Vessels are personal property although occasionally
include warships, and furthermore, they almost always referred to as a peculiar kind of personal property
refer to craft which are not accessory to another as in the - They are subject to mortgage agreeably to the
case of launches, lifeboats and etc. provisions of the Chattel Mortgage Law
- The only difference between a chattel mortgage of a
Further, they refer exclusively to those which are vessel and a chattel mortgage of other personality is
engaged in the transportation of passengers and freight that it is not now necessary for a chattel mortgage of a
from one port to another or from one place to another vessel to be noted in the registry of the register of
deeds, but it is essential that a record of documents
They refer to merchant vessels and in NO WAY can they affecting the title to a vessel be entered in the record of
or should they be understood as referring to pleasure craft, the Collector of Customs at the port of entry
yachts, pontoons, health service and harbor police vessels,
etc. Case: Rubiso and Calixto vs. Rivera
- Ships or vessels, whether moved by steam or by sail,
Ships ought to be understood in the sense of vessel partake, to a certain extent, of the nature and
serving the purpose of maritime navigation or seagoing conditions of real property, on account of their value
vessel, and not in the sense of vessel devoted to the and importance in the world of commerce
navigation of rivers - Transfer of vessels should be in writing and must be
recorded in the appropriate registry
The third book of the code of commerce, dealing with
maritime commerce, was evidently intended to define laws 2. OWNERSHIP
relative to merchant vessels and maritime shipping; and as
appears from said code, the vessel intended in that book ACQUISITION
For purposes of Maritime Commerce: Broad sense: includes both (1) those whose duty it is to guide
The words captain and master have the same vessels into or out of ports, or in particular waters; and (2) those
meaning; both being chiefs or commanders of ships. Thus, entrusted with the navigation of vessels on the high seas.
the terms captain and master are used synonymously
in the Code of Commerce. General understanding: a person taken on board at a particular
place for the purpose of conducting a ship through a river, road
MARINA regulations: or channel, or from a port.
MASTER the person having command of the ship. The same
term is being used both for domestic trade and international COMPULSORY PILOTAGE. In compulsory pilotage, states
trade. possessing harbors enacted laws or promulgated rules requiring
vessels approaching their ports to take on board pilots licensed
BOAT CAPTAIN a person authorized by the MARINA to act as under local law. In the Philippines, compulsory pilotage is being
officer and/or in command of a boat/ship or has the implemented in the Port of Manila, the latter being within the
qualification/license to act as such. Manila Pilotage District.
3 Distinct Roles a captain commonly performs: a. Master and Pilot (See Far Eastern Shipping case on
(Inter-Orient Maritime case) page 520 of the Aquino book for the SC discussion on the
1. He is a GENERAL AGENT OF THE SHIPOWNER; duties of a pilot)
Chiefmate or sailing mate (then there are engineers) Caltex v. Sulpicio Lines
- 2008 case, citing the article the code of commerce There was a voyage charter; collision between MT Vector
specifying the functions of chiefmate being second in (tanker) and Doa Paz (owned by Sulpicio) ; breach of contract
command of the vessel Chiefmate is a managerial filed by the passengerss heirs against Sulpicio ; 3d party
employee (as provided in labor code --- loss of trust and complaint against registered owner of the tanker including
confidence Caltex ( that they were negligent and in bad faith by not seeing
- to it that the tanker was seaworthy)
Seaman
- On security of tenure: distinguish DOMESTIN (labor Issue: WON charterer shall be liable under Maritime Law?
code) abroad (POEA).. there is a standard contract
(poea prepared and drafted it and every seaman shall Ruling: Liability cannot be attached to Caltex; the charter did not
comply with this --- this is to protect filipino seaman affect the business of Sulpicio as a common carrier ; rights and
working abroad) that will be signed by every seaman responsibilities of ownership still rested on the owner
stipulating the security of tenure, repatriation, benefits,
etc. Planters Product v CA
- Difference for abroad: bigger income but contractual - time charter; Planters purchased fertilizers from the US;
(after contract go home).. DOMEstic, you can be a voyage to the Philippines ; upon arrival, shortage in the
2 conditions implied in charter party (3) Reasonable, just and not contrary to public
1. seaworthiness (Caltex Phil Case) --- it need not be written in policy.
the charter party
2. --- look at book (ala kaapas)
Art. 1748. An agreement limiting the common carrier's E. LOANS ON BOTTOMRY AND RESPONDENTIA
liability for delay on account of strikes or riots is valid.
LOAN ON BOTTOMRY loan made by shipowner or ship agent
guaranteed by vessel itself and repayable upon arrival of vessel
at destination; vessel/portion
Art. 1749. A stipulation that the common carrier's LOAN ON RESPONDENTIA loan, taken on security of the
liability is limited to the value of the goods appearing in cargo laden on a vessel, and repayable upon safe arrival of
the bill of lading, unless the shipper or owner declares a cargo at destination; cargo/goods
greater value, is binding.
COMMON ELEMENTS OF LOANS ON BOTTOMRY AND
RESPONDENTS:
1. Exposure of security to marine peril;
2. Obligation of the debtor conditioned only upon safe arrival
Art. 1750. A contract fixing the sum that may be of the security at the point of destination.
recovered. by the owner or shipper for the loss,
destruction, or deterioration of the goods is valid, if it is Requisites of a Loan on Bottomry/Respondentia:
reasonable and just under the circumstances, and has 1. Shipowner borrows money for use, equipment or
been fairly and freely agreed upon. repair of vessel
2. For a definite term and with extraordinary
interest called premium
3. Secured by pledged of vessel or portion thereof
in the case on loan on Bottomry; or pledge of goods
Art. 1751. The fact that the common carrier has no in case of Respondentia
competitor along the line or route, or a part thereof, to 4. Loan repayment depends or conditioned on the
which the contract refers shall be taken into safe arrival of goods for respondentia and obligation
consideration on the question of whether or not a to repay is extinguished if pledged goods are lost
stipulation limiting the common carrier's liability is (Respondentia)
reasonable, just and in consonance with public policy. 5. Obligation to repay is extinguished if vessel is
lost due to specified marine perils in the course of
voyage or within limited time (Bottomry)
FORMS OF A LOAN ON BOTTOMRY/RESPONDENTIA:
May be executed by means of:
Art. 1752. Even when there is an agreement limiting the 1. public instrument
liability of the common carrier in the vigilance over the 2. policy signed by the contracting parties and the broker
goods, the common carrier is disputably presumed to taking part therein
have been negligent in case of their loss, destruction or 3. private instrument (Art. 720)
deterioration.
GR: The captain cannot contract loans on respondentia
secured by the cargo, and should he do so, the contract
shall be void. Neither can he borrow money or Bottomry
for his own transactions.
2. Liability of the borrower is 2. Not subject to any Basic provision you should not forget:
contingent on the safe arrival contingency 1. there should be a marine risk
of the vessel or cargo at 2. the condition that the vessel or the goods has perished then
destination the right of the lender to collect everything as well as stipulated
3. The last lender is a 3. The first lender is a interest is extinguished
preferred creditor preferred creditor (not sure if there are other more.. basin ala ko kaapas)
AVERAGES
Examples of General Average - the same concept that was existing in medieval times can be
Read Art 811 of the Code of Commerce applied at present
* Derelict a ship or cargo which is abandoned and deserted at THOSE WHO, NOT BEING INCLUDED IN THE ABOVE PARAGRAPH,
sea by those who were in charge of it, without any hope of ASSIST IN SAVING A VESSEL OR ITS CARGO FROM SHIPWRECK,
recovering it or without any intention of returning to it SHALL BE ENTITLED TO A LIKE REWARD.
- determined by ascertaining what was the intention and
expectation of those in charge of it when they quitted it SEC. 2. IF THE CAPTAIN OF THE VESSEL, OR THE PERSON
- boat or vessel found entirely deserted or abandoned on the ACTING IN HIS STEAD, IS PRESENT, NO ONE SHALL TAKE FROM
sea without hope or intention of recovery or return by the THE SEA, OR FROM THE SHORES OR COAST MERCHANDISE OR
master or the crew, whether resulting from wreck, accident, EFFECTS PROCEEDING FROM A SHIPWRECK OR PROCEED TO
necessity, or voluntary abandonment THE SALVAGE OF THE VESSEL, WITHOUT THE CONSENT OF SUCH
CAPTAIN OR PERSON ACTING IN HIS STEAD.
JETSAM, FLOTSAM, LIGAN:
Jetsam goods that were thrown off a ship which was SEC. 3. HE WHO SHALL SAVE OR PICK UP A VESSEL OR
in danger MERCHANDISE AT SEA, IN THE ABSENCE OF THE CAPTAIN OF
Flotsam goods that floated off the ship while ship THE VESSEL, OWNER, OR A REPRESENTATIVE OF EITHER OF
was in danger or when it sank THEM, THEY BEING UNKNOWN, SHALL CONVEY AND DELIVER
SUCH VESSEL OR MERCHANDISE, AS SOON AS POSSIBLE, TO
Ligan goods left as sea on the wreck or tied to a
THE COLLECTOR OF CUSTOMS, IF THE PORT HAS A COLLECTOR,
buoy so that they can be recovered later
AND OTHERWISE TO THE PROVINCIAL TREASURER OR
MUNICIPAL MAYOR.
Basis of entitlement to salvage reward (Circumstances to
consider): SEC. 4. AFTER THE SALVAGE IS ACCOMPLISHED, THE OWNER
1. The labor expended by the salvors in rendering the OR HIS REPRESENTATIVE SHALL HAVE A RIGHT TO THE DELIVERY
salvage service OF THE VESSEL OR THINGS SAVED, PROVIDED THAT HE PAYS,
2. The promptitude, skill and energy displayed in OR GIVES A BOND TO SECURE, THE EXPENSES AND THE PROPER
rendering the service and saving the property REWARD.
3. The value of the property employed by the salvors in
rendering the service, and danger to which such THE AMOUNT AND SUFFICIENCY OF THE BOND, IN THE ABSENCE
property was exposed OF AGREEMENT, SHALL BE DETERMINED BY THE COLLECTOR OF
4. The risk incurred by the salvors in rescuing the CUSTOMS OR BY THE JUDGE OF THE COURT OF FIRST INSTANCE
property from the impending peril OF THE PROVINCE IN WHICH THE THINGS SAVED MAY BE
5. The value of the property salved FOUND.
6. The degree of danger which the property was rescued
SEC. 5. THE COLLECTOR OF CUSTOMS, PROVINCIAL
Rights and obligations of salvors and owners: TREASURER, OR MUNICIPAL MAYOR, TO WHOM A SALVAGE IS
Salvor is entitled to compensation for services REPORTED, SHALL ORDER:
rendered. He has, under the Salvage Law, a lien upon A. THAT THE THINGS SAVED BE SAFEGUARD AND
the property salvaged. INVENTORIED.
SEC. 8. THE FOLLOWING SHALL HAVE NO RIGHT TO A REWARD ART. 1753, NCC: THE LAW OF THE COUNTRY TO WHICH
FOR SALVAGE OR ASSISTANCE: THE GOODS ARE TO BE TRANSPORTED SHALL GOVERN
THE LIABILITY OF THE COMMON CARRIER FOR THEIR
A. THE CREW OF THE VESSEL SHIPWRECKED OR WHICH WAS IS LOSS, DESTRUCTION OR DETERIORATION.
DANGER OF SHIPWRECK;
* Goods includes goods, wares, merchandise, and articles of
B. HE WHO SHALL HAVE COMMENCED THE SALVAGE IN SPITE OF every kinds whatsoever
OPPOSITION OF THE CAPTAIN OR HIS REPRESENTATIVE; AND - does not include live animals and cargo which by the
contract of carriage is stated as being carried on deck and is so
C. HE WHO SHALL HAVE FAILED TO COMPLY WITH THE carried
PROVISIONS OF SECTION THREE.
Parties:
SEC. 9. IF, DURING THE DANGER, AN AGREEMENT IS ENTERED Carrier, and
INTO CONCERNING THE AMOUNT OF THE REWARD FOR SALVAGE Shipper
OR ASSISTANCE, ITS VALIDITY MAY BE IMPUGNED BECAUSE IT IS - They are given their respective rights and obligations under
EXCESSIVE, AND IT MAY BE REQUIRED TO BE REDUCED TO AN COGSA.
AMOUNT PROPORTIONATE TO THE CIRCUMSTANCES. - Carrier (covered by COGSA) not limited to the shipowner;
includes charterer who enters into a contract of carriage with
SEC. 10. IN A CASE COMING UNDER THE LAST PRECEDING the shipper
SECTION, AS WELL AS IN THE ABSENCE OF AN AGREEMENT, THE - Charterer charters a vessel and conducts his own business
REWARD FOR SALVAGE OR ASSISTANCE SHALL BE FIXED BY THE for his own account
COURT OF FIRST INSTANCE OF THE PROVINCE WHERE THE after chartering the vessel, he uses the vessel to
THINGS SALVAGED ARE FOUND, TAKING INTO ACCOUNT conduct a business of transportation obtaining goods from 3 rd
PRINCIPALLY THE EXPENDITURES MADE TO RECOVER OR SAVE persons to transport the latters goods
THE VESSEL OR THE CARGO OR BOTH, THE ZEAL
DEMONSTRATED, THE TIME EMPLOYED, THE SERVICES Duties of the carrier:
RENDERED, THE EXCESSIVE EXPRESS OCCASIONED THE Civil Code requires international carriers to exercise
NUMBER OF PERSONS WHO AIDED, THE DANGER TO WHICH extraordinary diligence in the performance of their
THEY AND THEIR VESSELS WERE EXPOSED AS WELL AS THAT contractual obligations
WHICH MENACED THE THINGS RECOVERED OR SALVAGED, AND Section 2 of COGSA carriers obligation and liabilities
THE VALUE OF SUCH THINGS AFTER DEDUCTING THE EXPENSES.
in relation to the loading, handling, stowage, carriage,
custody, care and discharge of such goods
SEC. 11. FROM THE PROCEEDS OF THE SALE OF THE THINGS
Section 3 of COGSA responsibilities of the carrier
SAVED SHALL BE DEDUCTED, FIRST, THE EXPENSES OF THEIR
under COGSA
CUSTODY, CONSERVATION, ADVERTISEMENT, AND AUCTION, AS
WELL AS WHATEVER TAXES OR DUTIES THEY SHOULD PAY FOR
Document of title required
THEIR ENTRANCE; THEN THERE SHALL BE DEDUCTED THE
- evidenced by the Bill of Lading
EXPENSES OF SALVAGE; AND FROM THE NET AMOUNT
REMAINING SHALL BE TAKEN THE REWARD FOR THE SALVAGE