h006800e - cfp

h006800e - cfp udskrift af sø- & handelsrettens dombog ____________ den

1. september 2005 blev af retten i sagen h-68-03 codan forsikring a/s (advokat henrik thal jantzen) mod norfolkline b.v. (advokat jes anker mikkelsen) afsagt sålydende d o m: sagens spørgsmål er, om sagsøgte, norfolkline b.v. (her- efter norfolkline), som disponerede over ro-ro skibet ”dawn merchant”, er pligtig at erstatte sagsøgeren, codan forsikring a/s (herefter codan), nogle af de af denne som kaskoassurandør for knud skov christensen a/s afholdte omkostninger i anledning af, at knud skov christensen a/s’ lastbil (trækker) med trailer væltede på skibet un- dervejs fra dunkerque til dover. under overfarten væltede også en anden bil, en presenningbil, lastet med aluskrot. - 2 - påstande codan har efter sin endelige påstand påstået norfolkline tilpligtet at betale 661.177,40 kr. med procesrente fra den
2. april
3. norfolkline har påstået frifindelse. sagsfremstilling vognmandsfirmaet knud skov christensen påtog sig som un- dertransportør i henhold til aftale med frigoscandia a/s at transportere et parti ferske skinker, 21.954,10 kg, fra danish crown i esbjerg til den engelske køber roach food ltd., bodmin, cornwall. skinkerne var i traileren – i hvert fald overvejende – stuvet som ”hanging meat”, op- hængt på såkaldte ”juletræer”. for transporten blev der med godsets overtagelse udstedt sædvanligt cmr-fragtbrev af
4. oktober
5. frigoscandia bookede færgeplads hos norfolkline til over- farten dunkerque – dover. der er til sagen fremlagt en booking fra frigoscandia med norfolklines bekræftelse med angivelse af et reservationsnummer. der er enighed om, at bilaget ikke vedrører den konkrete booking, som imidler- tid antages at have været foretaget på samme måde. af en fremlagt skærmudskrift fremgår, at norfolkline i sit bookingsystem havde noteret lasten som ”frozen food”. af en redegørelse fra lastbilens chauffør, kenneth john- son, fremgår: - 3 - ”on sunday evening 13th october i arrived at dunkirk. i ... parked in the lanes outside the booking office. i walked to the booking office and asked if i could park there because i had a running fridge loaded with fresh meat and i was booked on the 10.30 am ferry on monday. i was asked if i would go on the earlier ferry. i said i would. i returned to my wagon and got a fax message i had with a booking no. on it and gave it to them in the booking office. i then returned to my wagon and drove to the booking office. i was asked my weight. they told which lane to park in. i told them as i (...ulæseligt ord) that i wanted electric hook up. i was told just to leave the fridge running as i was in the open air on the top deck. i did not at any time say it was frozen meat as i am told has been said by norfolk line. i set the fridge myself to + 2 degrees as this was the transport and storage temperature. when i parked on the ferry i was not chained down nor were any of the other wagons even though we were told by the captain to expect rough weather. after my wagon and the other wagon overturn the rest of the wagons were chained down.” parterne har under domsforhandlingen oplyst at være enige om, at det lægges til grund, at chaufføren ikke oplyste færgeselskabet om stuvningen af skinkepartiet som “han- ging meat”, og at færgeselskabet ikke spurgte hertil. ”dawn merchant” afsejlede fra dunkerque den
6. oktober 2002 kl. 01.
7. sejltiden var estimeret til 1 time og 30 minutter. i en af skibets kaptajn udfærdiget checkliste, hvoraf bl.a. fremgik, at der blev overført 58 ”self dri- ves” (chaufførledsagede trailere), 1 løs trailer, 9 biler og 2 motorcykler, og at ”weather for arrival” ville være ”sw 9”, var under ”remarks” bl.a. tilføjet: ”0300 slowed down for port movements due to weather. 0424 aborted entry into dover. waiting for wind to abate. ...” af
8. styrmanden, m.r. forresters erklæring af 14.oktober 2002 vedr. ”damage to ”running fridge” unit” fremgår bl.a.: - 4 - ”... weather reported by dover at 0300: ssw 36 knots, gusting up to 49 knots. ... due to the inclement weather forecast and the fact that it was not a full load, particular care was taken to block stow the cargo. approximately half the cargo was loaded onto each deck. the refrigerated unit that was damaged was stowed on the starboard edge of the block stow, in a position the deck officer loading deck 5 thought was such that it ensured it was integral to the block of the stow. ... all cargo was believed to be in a “block” stow prior to sailing ... the vessel experienced severe weather conditions dur- ing the crossing of the traffic lanes, particularly in the vicinity of the south goodwin buoy where the heavy rolling of the ship was exacerbated by the al- teration of course to port. it was during this period that the unit tipped onto its side. it is now apparent that this unit was carrying hang- ing meat. this seriously affects the stability of the unit as the centre of gravity of the vehicle is higher than normal. if this had been made known to the ships staff, the vehicle would have been secured appropriately. the second incident involved a vehicle unsuited for carrying a cargo of scrab steel compressed into large bales, namely a curtain sided trailer with no lashing of the cargo. this scrab metal shifted with the cur- tain sides of the trailer unable to restrain. this shift meant that the load became unstable, resulting in the vehicle tilting onto the coaming of the star- board tilt ramp. ... the vehicle subsequently righted itself, sliding along the deck as it did so, shunting 3 other trailers. the three trailers suffered minor damage.” af
9. styrmandens erklæring af
10. oktober 2002, benævnt ”cargo damage”, fremgår bl.a.: ”... i was the loading officer for the top car deck. due to the forecast weather conditions the load was to be block stowed. whilst loading i was stood by the forward end of the port tilt ramp. from this position i was happy i could see that all vehicles were in a block stow. - 5 - during the crossing at around 0300 hours dover port control informed me of the wind speed and direction in dover. it was south south west 36 knots, gusting
11. when we entered the north east lane to cross the separation scheme we experienced the sea conditions being caused by this wind. the vessel was rolling heavily due to the weather being right on the port beam. it was these conditions that caused the damage. i have attached a stowage plan for this vessel show- ing the damaged vehicles. the reefer unit rolled on to its side was stowed in position
12. this position overlaps the starboard tilt ramp coaming. the adja- cent positions (39, 40 and 41) all contained freight which made up the block stow. at the time of loading i was satisfied this block would be secure. if the vehicle had been declared as “hanging meat” it would have been lashed appropriately for a vehicle with a high centre of gravity. the other vehicles that suffered damage were in posi- tions 34, 35, 36 and
13. the vehicle in position 37 had an incorrectly stowed load of scrab metal in a curtain sided trailer. ... the vehicles in positions 34, 35 and 36 only suffered minor cosmetic damage.” af havariekspert willy hausteins (w. haustein aps) ska- desrapport af
14. oktober 2002 fremgår, at han blev kon- taktet den
15. oktober 2002 kl. 09.00 af en ansat hos knud skov christensen vedr. ”straksintervention for bjærgning af last + bil efter havari ombord på færge dun- kerque/dover”. af pkt. 19 fremgår bl.a., at kølevognen ”i meget dårligt vejr” væltede og ”lagde sig med motorvognen op imod færgens sideskot, medens køletraileren væltede helt om på højre side, liggende fladt på dækket i en vin- kel på 90 grader ...” af pkt. 21 fremgår bl.a.: ”willy haustein indhentede straks efter meddelelsens indgang en situationsmelding fra chauffør samt fra rederiets norfolk lines repræsentant i dover. det blev oplyst, at der ikke fandtes mulighed for at bugsere en anden kølevogn op på dækket for eventuel omlæsning af skinkerne. - 6 - det blev derfor besluttet at forsøge vogntoget rejst op med last. dette arbejde blev overdraget til fir- maet trans link rescue, hythe/kent. firmaet og speci- elt ejer og indsatsleder andrew smith er os bekendt fra tidligere assistancer i dover. andrew smith blev pr. telefon indgående instrueret om principperne for en bjærgning af kølevogn med last samt hvilket materiel der nødvendigvis skulle anven- des. willy haustein anmodede vor faste forbindelse i eng- land, wendt & co om at sende surveyor til dover for at overvåge arbejdet og en eventuel omlæsning til er- statningsvogn, ligesom han anmodedes om at sætte sig i forbindelse med veterinærmyndigheden i dover, i dette tilfælde mrs. kerry. knud skov christensen disponerede en erstatningsvogn til dover for overtagelse af lasten, idet det fremgik af vurderingerne, at den havarerede trailer ikke ville kunne anvendes ved den resterende del af trans- porten. willy haustein havde herefter løbende telefonisk kon- takt til dover og førte samtaler med chris cogger, wendt & co., paul, norfolk line, andrew smith, translink rescue, mrs. kerry, vet. inspector m.m.fl. bjærgningsforløbet kan herefter skitseres således: kl. 20.00 – trailer rejst op, bugseres i land - veterinærkontrollen inspicerer lasten og godkender en omlæsning, uden dog at ga- rantere tilladelse til videretransport - omlæsning til erstatningsvogn hv 7659 or- ganiseres kl. 21.00 - chauffør david montgomery nægter at over- tage læsset, da de veterinære krav efter hans mening ikke er opfyldt kl. 22.00 - efter megen diskussion påbegyndes omlæs- ning af skinker kl. 23.45 - veterinærkontrollen ankommer og meddeler efter fornyet inspection, at man ikke vil tillade videretransport til engelsk mod- tager, idet kølekæden vil have været afbrudt i så lang tid, at varerne er u- egnet til menneskeføde og henviser varer- ne til destruktion. - 7 - 15.10.2002 kl. 01.00 - willy haustein insisterer på at måtte udføre varerne igen af england, hvilket vet. inspektøren godkender med forbehold for ministeriets accept. denne kan først indhentes om morgenen. omlæsningen fortsættes. kl. 07.00 - omlæsning afsluttet. afventer vt. inspek- tionens afgørelse. kl. 10.00 - veterinærinspektionen tillader udførsel af varerne til andet eu-land, hvorefter erstatningsvognen med lasten af skinker afsejler med færge mod dunkerque. wendt & co. har udarbejdet separat rapport i sagen. denne vedlægges. willy haustein satte sig straks om morgenen i forbin- delse med danish crown med det formål at forsøge la- sten afsat til anden aftager på fastlandet, om muligt så tæt ved dunkerque som muligt. danish crown meddelte senere, at firmaet: des fis, f-bonnetable, h0avde accepteret at modtage lasten af skinker den følgende morgen den 16.10.
16. knud skov christensen anmodedes derfor om at instru- ere chaufførerne om at være i bonnetable straks næste morgen. willy haustein anmodede samtidig cabinet p. bach om at sende en surveyor til bonnetables ved vognens an- komst. trine holst angot, danish crown, orleans, har telefo- nisk meddelt, at man des-fis har modtaget og aflæsset lasten af skinker, og at man har accepteret en pris af € 1,10 pr. kg indvejet vægt. endelig rapport fra p.bach er endnu ikke indgået. skadesbeløbet hvad angår lasten af skinker kan heref- ter opgøres således: vareværdi iflg. faktura nr. 12010 76969, - 8 - gbp 30.296,66 = dkk 356,591,68 - forventet provenu efter indvejning i bonnetable: ca. 21.500 kg a € 1,10 = € 23.650,00 = dkk 175.720,00 ______________ skadesbeløb, kalkuleret, excl. bjærg- ningsomkostninger, ekstra transport- omkostninger m.m. dkk 180.871,68 idet det bemærkes, at udregning er baseret på forven- tet indvejning og på ikke bekræftede valutakurser. ...” vedlagt willy hausteins rapport var en rapport af
17. ok- tober 2002 (”certificate of survey no. 20080”) fra sur- veyfirmaet wendt & co., london, hvoraf bl.a. fremgår: ”we hereby certify that in accordance with instruc- tions received on 14 october 2002, we made arrange- ment to attend on board ... “dawn merchant” at dover dock, in order to investigate a report of damage sus- tained to a vehicle and its load as a result of in- clement weather conditions experienced on passage be- tween dunkirk and dover. ... findings ... due to severe inclement weather conditions prevailing on the morning of the 14 october 2002, resulting in closure of dover port, for some time, various trail- ers on board the subject vessel sustained damage. this vehicle and trailer collapsed onto one side. ... recovery agents, translink, appointed by norfolk line, were in attendance and preparing to arrange re- covery of the vehicle. from initial inspection of the trailer we could find no evidence that this had been “lashed down” during passage. we discussed this matter with norfolk line representatives and were advised that chains securing the vehicle had been removed prior to our attendance. from subsequent discussions with other interested parties, during the course of our attendance, we were unable to obtain confirmation that the trailer had in fact been “lashed down”. - 9 - the chief officer in fact suggested that on boarding the vessel the driver concerned had not declared that the trailer contained “hanging meat” and suggested that if he had been aware of this, the trailer would have been loaded in an alternative position, probably between decks, and secured with chains. the foregoing comments, and methods of securing, if any, are obviously a matter for future debate. ... recovery of the trailer proved a somewhat lengthy op- eration and was not in fact completed until approxi- mately 19:00 hours. by this time the replacement “meat” trailer had arrived and it was proposed the consignment would be transhipped, on shore, directly to the replacement vehicle provided. from the moment of arrival, and throughout the day, the driver of the replacement vehicle was somewhat vociferous concerning recovery/handling operations resulting in some severe delays being experienced in progressing the matter. ... the trailer was duly transported to premises within the dock area, where it was proposed transhipment op- erations would be completed. due to lengthy delays experienced in recovery, some difficulties were experienced in locating labour to complete transhipment, but this was subsequently ar- ranged by norfolk line. ... at this time, despite his assurances to the contrary, we strongly suspect that the driver of the replace- ment vehicle contacted veterinary officers at the port, as shortly after work had commenced, veterinary officers appeared on the scene of transhipment. they were not happy with the manner in which transhipment was being completed and instructed this to cease pending their further discussion with port health officials. subsequently, an officer from the port health author- ity attended to appraise the situation. although un- happy with the condition of the consignment, it was agreed transhipment operations could continue. it was however confirmed that a detention order would be is- sued on the morning of 15 october 2002 and the con- signment would not be allowed to be forwarded to re- ceivers as originally intended. overalls and gloves were subsequently provided by dock staff and transhipment continued. - 10 - the labourers engaged were not familiar with the handling of meat and the transfer was therefore not undertaken in an entirely proficient manner. this also took some nine hours, which we consider somewhat excessive. during the course of transfer, some pieces were dropped onto the ground, and these were segregated, together with the 17 pieces that fell from the vehi- cle on opening the doors. we understand that following transhipment operations it was decided the consignment should be “reexported” and was, we understand, returned to france on the 13:30 ferry service vessel on 15 october
18. ...” af en rapport af
19. oktober 2002 fra surveyfirmaet e l johnson’s sons & mowat, rekvireret af norfolkline, frem- går om begge de væltede biler bl.a.: ”... apparently during the course of the voyage ... “dawn merchant” ... encountered heavy weather which was re- ported as measuring between force 8 and 9 with winds of approximately 50 knots together with heavy swell. the 2 vehicles involved in the incident were located in the upper open deck of the vessel towards the stern on the starboard side. ... the 2 vehicles ... had moved during the course of heavy weather and had, at one stage, both fallen on to their sides. due to the violent rolling of the vessel the vehicle containing the scrap aluminium blocks had righted it- self, however the trailer containing the consignment of hanging “christmas trees” of chilled pork legs was still on its side at the time of our attendance. ... when questioned regarding the lashings of the reefer trailer, mr chalenor informed us that when the vehi- cle was being checked in and loaded on board the ves- sel at the port of dunkirk, it is the driver´s obli- gation to inform the norfolkline personnel that the consignment comprised of hanging chilled meat on “christmas trees” however the driver incorrectly in- - 11 - formed the personnel that the consignment comprised only of chilled meat. in view of this the vehicle was loaded on the upper deck of the vessel unlashed. with regard to the consignment of blocks of scrap aluminium inside trailer no. stcb94, this consignment was listed as blocks of scrap aluminium secured on pallets and was also loaded on the upper deck of the “dawn merchant” for the overseas crossing. in view of the fact that neither of the vehicles had been lashed to the vessel´s upper deck they moved during the heavy weather. as a result of the trailer of aluminium falling on its side on the ship´s rails, the tarpaulin on the side of the curtain sided trailer was torn open and blocks of scrap aluminium were strewn across the ves- sel´s deck. as a result of the consignment of pork moving inside the trailer due to the conditions encountered during the voyage, the truck and trailer had fallen on to its right side and remained in position at the time of our attendance. examination of the truck and trailer containing the consignment of pork revealed as follows. truck marked: knud skou christensen a/s ... plain unmarked reefer trailer which we were informed is leased by transfrigo from frigoscandia no. er
20. ... we noted evidence of damage to the right side of the cab unit which comprised of crushing to the passenger door and upper frame of the cab unit. we also noted damage to the top right bulkhead of the reefer trailer. ... examination of the curtain sided trailer revealed large tears in the right side tarpaulin which had re- sulted from the pallets and tearing through the mate- rial and spilling on the deck. ... with regard to the trailer containing the consignment of pork, after lenghthy and difficult operations the truck and trailer were finally righted by the recov- ery personnel at 6.25 p.m. ... - 12 - examination of the trailer revealed evidence of a split along the entire length of the join between the right side wall and the ceiling post. in view of the length of time it had taken to right the truck and trailer a replacement vehicle had ar- rived from ... knud skou christensen a/s and it was decided that the trailer would be moved to a suitable area within the port and the devan/revan operations would be carried out starting at 8.45 p.m. the damaged reefer trailer and its consignment of chilled pork legs were transferred to the customs area inside the dock where the devan/revan oparation was carried out by 4 hired workers. ... [...] the driver of the replacement truck and trailer ... david montgomery became quite animated during the operation. ... following discussions with ... danish crown, they in- formed mr. montgomery that ... he was only instructed to carry out the haulage. upon the completion of the transhipment the port health authority intervened ... in view of the fact that ... it was felt that the consignment still maintained some residual value it was decided to return the consignment ... to danish crown’s premises in randers ...” af en rapport fra bluewater marine management ltd, ”inci- dent report form”, fremgår om bilen med alu-skrot: ”... a curtain sided trailer which was totally inade- quate for the cargo of scrab steel that had been com- pressed into blocks and incorrectly stowed/lashed. although the trailer was part of the block stow, the stowing/lashing combined with the curtain sides of the trailer caused the cargo to shift in the first instance, then subsequently fall onto the coaming. attempts were made by the ship crew to re-secure this trailer ... the subsequent self righting of this trailer resulted in the minor damage received by the other trailers.” aftaler. regler. manual. - 13 - mellem frigoscandia og norfolkline forelå en rammeaftale fra 2000, hvoraf under afsnit iv ”description of the goods” bl.a. fremgår: ”...
21. responsibility of the carrier the document evidencing the contract of carriage shall be prima facie evidence of the receipt by the carrier of the goods as therein described in respect of the particulars which the carrier had reasonable means of checking.
22. responsibility of the shipper the shipper shall be deemed to have guaranteed to the carrier the accuracy, at the time the goods were taken in charge by the carrier, of the description of the goods, marks numbers, quantity and weight, as furnished by the shipper and he shall fully indemnify the carrier against any loss, damage and expense arising or resulting from inaccuracies in or inade- quacy of such particulars. ...
23. shipper-packed units