We would like to draw your attention on the issue of grain cargoes shortage and trade allowances in Saudi Arabia. Recent report show that the claims arise from the discharge of grain cargoes, particularly barley and core, are increase in Saudi Arabia area (Jeddah and Yanbu, on the Red Sea Coast, and Dammam, in the Arabian Gulf).
Refer to the report, we found that many of receivers seek to rely upon figures generated by shore weighbridges, rather than draught surveys in these disputes. And these differences between the ship and shore figures produce large potential liabilities. In particular, cargoes are being loaded from barges or railway trucks, from which load figures appear neither accurate nor reliable.
In general, majority of Saudi receivers are now allowing a ship to sail on completion of discharge if any shortage is noted to be less than 0.5% of the manifested quantity, but some are still insists to request a P&I Club LOU for the shortages or otherwise they will not permit the vessel to sail. There is no duty of disclosure of documentation in Saudi law, so we cannot insist that the consignee produce the sale contract or insurance policy, even though it is known to us that many cargo underwriters give cover subject to a deductible of 0.5%, which tends to reinforce the argument for the trade allowance. And the receiver would not accept any LOU to include any reference to a trade allowance. If the contract gives the owners no protection, the chances are high that the Saudi courts will hold the owners responsible for shortage based on the usual customs outturn certificate (based on weighbridge figures).
For avoiding such claims arise, we advise our client to appoint a surveyor attend on board and apply a accurate draught surveys during loading and discharging. All these draught surveys data shall be compared with the shippers’ figure. If it is possible, we recommend that the hatch covers should be sealed and the client shall invite the receivers to witness the unsealing of the hatch covers also to participate in draught surveys.
In the meantime, we strongly recommend that owners pay close attention to the detail of the contract of carriage:
- Ensure that any charter-party is properly incorporated into the bill of lading by reference to date, place, and form of the contract;
- Ensure that the bill of lading contains a jurisdiction and/or arbitration clause;
- If the cargo purchase is based on draught survey, the c/p should similarly contain a clause stating that Owners’ liability for shortage is to be calculated by draught survey on arrival.
- If draught survey at loading indicates shortage, Owners are best advised to give notice to consignees if the charter-party and bill of lading offer the protection outlined as above.
We suggest our Clients cautions and carefully if any grain cargoes called to Saudi Arabia. If clients are in doubt, please contact this company or the relevant P&I Clubs for advice.
沙特阿拉伯地区的谷物短货索赔及贸易允差问题
敬请各位客户注意关于沙特阿拉伯地区的谷物货物短货及贸易允差问题。近期有报告指出沙特阿拉伯地区(红海沿岸的吉达和延布以及阿拉伯湾的达曼)有大量由于谷物货物卸货而引发的索赔纠纷尤其是对大麦和玉米货物。
根据报告的內容, 在这些地区所发生的争议中, 很多收货人都是依据桥秤所显示的数据确定货物重量，而不是参考水尺检验的结果。亦由于这种船上称重与岸上称重数据之间的差异导至赔偿责任的可能性提高。通常情况下，散装谷物货物是从运输船舶卸载至卡车。特別当有些货物是从驳船或货车转载上船，而在该类运输设备上的进行的装载重量是不准确及不足以採信。
基本情況下，如果卸货时发现货物短货不超过清单所示货量的0.5%，大部分沙特的收货人在船舶完成卸货后都允许其离港。当然，也有一部分态度坚决的收货人坚持要求协会就短货出具担保函，否则他们不会允许船舶离港。沙特的法律并没有规定披露义务，因此我们不能坚持要求收货人提供相关的买卖合同或保单，即使我们知道许多货物保险人所提供的保险受0.5%的免赔率的约束，这样一来便加剧了贸易允差方面的争议，同時收货人均不接受包含任何贸易允差的担保函。如果运输合同未对船东给予任何保护，沙特的法院则很有可能根据往常的海关卸货情况证明（即根据桥秤的量测资料）要求船东对货物短货承担责任。
为避免被索赔的可能, 我们建议客戶指定一名检验员上船进行检验并应在装货/卸货時进行准确的水尺检验，将得出的结果其与托运人提供的数据进行对比。在可能的情況下，我们建议在装货完毕后应密封舱口盖并联系收货人到场见证舱口盖拆封和水尺检验。
同时, 我们强烈建议船东密切关注运输合同的细节内容：
- 确保租船合同适当并入提单，列明其日期、地点和合同格式，作为提单条款的一部分；
- 确保提单中包含管辖权及/或仲裁条款；
- 如果货物基于水尺检验结果进行销售，租船合同则应相应地包含这样的条款，即船东对货物短货所承担的责任依据船舶抵达目的港时的水尺检验结果来计算；
- 如果在装货港通过水尺检验发现短货情况，如租船合同和提单提供了上述保护，我们建议船东最好通知收货人。
我们建议客戶关注被运往沙特阿拉伯的谷类货物, 如 贵司有任可疑问请与我司或相关保赔协会寻求协助。
