On 18 January 2017, a new European Regulation enters into force which makes it possible for creditors to freeze bank accounts of non-paying debtors in the whole European Union, with the exception of the United Kingdom and Denmark. It remains to be seen how this “European Account Preservation Order” will work out in practice, but in any event, it is a welcome addition to the procedural toolbox for cross-border debt recovery.
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On 18 January 2017, a new European Regulation enters into force which makes it possible for creditors to freeze bank accounts of non-paying debtors in the whole European Union, with the exception of the United Kingdom and Denmark. It remains to be seen how this “European Account Preservation Order” will work out in practice, but in any event, it is a welcome addition to the procedural toolbox for cross-border debt recovery.
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Anyone who visits the port every now and then will know them. Signs next to a gateway or along a quay pointing out 'entering this site is at your own risk' or, ‘the terminal is not liable for damage and / or injury ". It is obvious that such signs at least encourage vigilance. However, when for example during loading or unloading at a terminal a vessel or truck sustains damage the question rises whether the terminal by posting such signs can exclude its liability for such damage.
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Inleiding
Dat de relatie tussen een stuwadoor en een schip niet altijd een goed huwelijk is, blijkt wel uit de jurisprudentie. De Nederlandse rechters hebben zich vaak moeten buigen over een zaak waarbij er schade was ontstaan aan een schip tijdens laad- of lossingswerkzaamheden. De scheepseigenaar (of zijn verzekeraar(s)) zal vervolgens de stuwadoor aan willen spreken om de schade aan het schip vergoed te krijgen. Recent is een dergelijke zaak gepubliceerd van de Rechtbank Rotterdam (Rechtbank Rotterdam 27 november 2013, S&S 2013, 86). In deze zaak moest de rechtbank oordelen over de vraag of de stuwadoor aansprakelijk was voor de schade aan een binnenvaartschip.
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Introduction
It follows from the jurisprudence that the relationship between a stevedore and a vessel is not always rosy. Dutch judges often had to consider a in which a vessel was damaged during loading or discharging.
The Owner (or his underwriter(s)) will subsequently hold the stevedore responsible in order to receive payment for the damage sustained by the vessel. Recently, a similar court case of the District Court of Rotterdam was published (District Court of Rotterdam 27 November 2013, S&S 2013, 86). In this matter the District Court had to examine the question whether a stevedore was liable for the damage sustained by an inland vessel.
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Introduction
It follows from the jurisprudence that the relationship between a stevedore and a vessel is not always rosy. Dutch judges often had to consider a in which a vessel was damaged during loading or discharging.
The Owner (or his underwriter(s)) will subsequently hold the stevedore responsible in order to receive payment for the damage sustained by the vessel. Recently, a similar court case of the District Court of Rotterdam was published (District Court of Rotterdam 27 November 2013, S&S 2013, 86). In this matter the District Court had to examine the question whether a stevedore was liable for the damage sustained by an inland vessel.
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Freight forwarding
The freight forwarder is at the heart of the (inter)national transport chain, a vital link between the shipper and the carrier. The freight forwarder enters into an forwarding agreement with its client (the shipper), where after it will enter into a contract of carriage with (inter alia) the carrier. If damage to the cargo would occur during the subsequent carriage the freight forwarder could remove itself from the equation regarding its client by issuing a ‘statement of forwarding agent’. The shipper can use that ‘statement of forwarding agent’ to go directly to the carrier to recover its damage/loss.
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In relation to the majority of the cargo that in the past was carried by ship, a Bill of Lading would be issued by the carrier. Therefore, Book 8 of the Dutch Civil Code contains several articles that relate to carriage of goods under a Bill of Lading. However, nowadays in case of the majority of the shipments that concern carriage of goods by ship no Bill of Lading is issued, but instead a Sea Waybill. The question is therefore what the consequences are if goods are carried under a Sea Waybill for the title to sue of the consignee and the relation between the carrier and the consignee. The Court of Rotterdam had to consider this in the recent Court case FRIO HELLENIC, 30 April 2014, S&S 2014, 131. Below we will touch on this question by discussing the judgment of the Court. In that respect we will first briefly touch on the characteristics of a Bill of Lading and Sea Waybill.
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