{"id":1917,"date":"2026-09-08T12:34:41","date_gmt":"2026-09-08T05:34:41","guid":{"rendered":"https:\/\/www.advocatesmoser.com\/schadensfaelle-im-seefrachtverkehr\/"},"modified":"2026-09-08T17:24:43","modified_gmt":"2026-09-08T10:24:43","slug":"schadensfaelle-im-seefrachtverkehr","status":"publish","type":"post","link":"https:\/\/www.advocatesmoser.com\/de\/schadensfaelle-im-seefrachtverkehr\/","title":{"rendered":"Schadensf\u00e4lle im Seefrachtverkehr"},"content":{"rendered":"\n<style type=\"text\/css\" data-created_by=\"avia_inline_auto\" id=\"style-css-av-jxu3cwfz-4dff367bbca9e372a046e0774a4411bd\">\n.avia-section.av-jxu3cwfz-4dff367bbca9e372a046e0774a4411bd{\nbackground-repeat:no-repeat;\nbackground-image:url(https:\/\/static.advocatesmoser.com\/uploads\/2019\/07\/hp_background2.jpg);\nbackground-position:50% 50%;\nbackground-attachment:scroll;\n}\n.avia-section.av-jxu3cwfz-4dff367bbca9e372a046e0774a4411bd 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sizes=\"(max-width: 297px) 100vw, 297px\" \/><\/div><\/div><\/div><\/div>\n<style type=\"text\/css\" data-created_by=\"avia_inline_auto\" id=\"style-css-av-jy2nkngi-93c6cac1d44012066f9972a73657b00a\">\n.flex_column.av-jy2nkngi-93c6cac1d44012066f9972a73657b00a{\nborder-radius:0px 0px 0px 0px;\npadding:0px 0px 0px 0px;\n}\n<\/style>\n<div  class='flex_column av-jy2nkngi-93c6cac1d44012066f9972a73657b00a av_one_half  avia-builder-el-16  el_after_av_one_fourth  el_before_av_one_fourth  no_margin flex_column_div av-animated-generic left-to-right av-zero-column-padding  column-top-margin'     ><section  class='av_textblock_section av-2yooz9-d661d4f9e2de5367483ebfc6ca63fc6c '   itemscope=\"itemscope\" itemtype=\"https:\/\/schema.org\/BlogPosting\" itemprop=\"blogPost\" ><div class='avia_textblock'  itemprop=\"text\" ><h3 style=\"font-weight: 400;\"><strong><u>Marine Cargo Claims in Thailand<\/u><\/strong><\/h3>\n<\/div><\/section><br \/>\n\n<style type=\"text\/css\" data-created_by=\"avia_inline_auto\" id=\"style-css-av-3w9r-0cfd6acd7191e34fc2945c3d17364ee4\">\n#top .hr.av-3w9r-0cfd6acd7191e34fc2945c3d17364ee4{\nmargin-top:30px;\nmargin-bottom:30px;\n}\n.hr.av-3w9r-0cfd6acd7191e34fc2945c3d17364ee4 .hr-inner{\nwidth:50px;\nborder-color:#5a4a8b;\n}\n<\/style>\n<div  class='hr av-3w9r-0cfd6acd7191e34fc2945c3d17364ee4 hr-custom  avia-builder-el-18  el_after_av_textblock  el_before_av_textblock  hr-left hr-icon-no'><span class='hr-inner inner-border-av-border-thin'><span class=\"hr-inner-style\"><\/span><\/span><\/div><br \/>\n<section  class='av_textblock_section av-mts9acvc-489c23f2e00aa81a59e822ceb622ca05 '   itemscope=\"itemscope\" itemtype=\"https:\/\/schema.org\/BlogPosting\" itemprop=\"blogPost\" ><div class='avia_textblock'  itemprop=\"text\" ><p style=\"font-weight: 400;\"><strong><u>Marine cargo claims in Thailand<\/u><\/strong><\/p>\n<p style=\"font-weight: 400;\">Advocates Moser &amp; Partner specializes in marine cargo claims.<\/p>\n<p style=\"font-weight: 400;\"><u>Why are marine cargo claims relevant in Thailand?<\/u><\/p>\n<p style=\"font-weight: 400;\">Thailand is a global maritime transportation hub. Thailand\u2019s export-oriented economy alone accounts for a high outbound trade volume, and Thailand\u2019s deep seawater port Laem Chabang is a gate to important trade routes not only in the ASEAN region but globally, trans-Pacific and Asia-Europe, not only for commodities but also for merchandise typically shipped in containers.<\/p>\n<p style=\"font-weight: 400;\">Among Asian carriers the use of negotiable bills of lading as opposed to seaway bills appears to be predominant. In our practice, we often see carriers and actual carriers sued by cargo interests namely shippers and consignees. However, in most maritime cargo claims cases the transport insurer subrogates the claim and acts as plaintiff in lawsuits regarding damaged or lost cargo.<\/p>\n<p style=\"font-weight: 400;\"><u>What are marine cargo claims?<\/u><\/p>\n<p style=\"font-weight: 400;\">In the most typical scenario, the seller (shipper) hires a carrier to forward the sold goods to the buyer. The carrier issues a bill of lading upon receipt of the goods and ships the goods to the buyer. The bill of lading as a receipt, proof of amount and condition of the goods handed into the carrier\u2019s custody, proof of transport contract (or even constitutive transport contract), and negotiable instrument is transferred to the buyer by endorsement and\/or delivery. Thereby, the buyer becomes the consignee entitled not only to the shipped goods but also stepping into the shoes of a contracting party to the original contract between shipper and carrier.<\/p>\n<p style=\"font-weight: 400;\">If the cargo is discharged at the destination port short of what has been stated in the bill of lading and a marine cargo claim is filed, then it often becomes clear that even more parties are involved: if the shipper hired only a freight-forwarding or contracting carrier, this carrier might sub-contract an actual shipping carrier (called \u201cactual carrier\u201d) who often but not always owns the vessel. Shipper and consignee are collectively called cargo interests and have standing to file a lawsuit for damaged, lost or delayed cargo against either carrier, or actual carrier, or against both. The cargo interests might also include the cargo insurer of either the shipper or the consignee who \u201csubrogates\u201d the cargo claim. Under English law \u201csubrogation\u201d has a slightly different meaning to Thai law, but the result is nearly the same: The cargo insurer files the claim for the shipper or the consignee.<\/p>\n<p style=\"font-weight: 400;\"><u>How are international marine cargo claims handled in Thailand?<\/u><\/p>\n<p style=\"font-weight: 400;\">Thailand\u2019s Intellectual Property and International Trade Court (IPIT Court) has special jurisdiction over such claims. Even though the IPIT Court administers justice by panels including lay judges who are experienced business people, still the negotiation language is Thai only and foreign lawyers are not admitted. Thus, Thailand apparently did not attempt to establish an international trade forum hub such as Singapore, China or Dubai. Nonetheless, the IPIT Court aims to increase confidence in the country\u2019s legal system not only of international investors but also of foreign importers using Thailand as a transportation hub.<\/p>\n<p style=\"font-weight: 400;\">From our experience, Asian cargo interests and carriers as well as the cargo and transportation insurers behind them still rely largely on state courts instead of international arbitration in transport contracts and bills of lading. This means they must trust that the competent state courts at the carrier\u2019s place of domicile give effect to the terms stipulated in transport contracts and bills of lading, are independent from undue interference by the executive branch and economic interests, and ideally apply rules of international conventions such as Hague\/Visby Rules in a predictable manner.<\/p>\n<p style=\"font-weight: 400;\"><u>How effective and secure are legal remedies for cargo claims filed by foreign cargo interests against domestic carriers?<\/u><\/p>\n<p style=\"font-weight: 400;\"><em>&#8222;On the high seas and in the courts of law, we are in God&#8217;s hands&#8220;\u00a0<\/em>(German proverb)<\/p>\n<p style=\"font-weight: 400;\">One pillar of trust of foreign merchants is that the judicative bodies at the carrier\u2019s domicile do not exercise, openly or covertly, some form of home-bias in favor of domestic shippers or carriers. We believe that this is particularly true in international maritime cargo claims where the effectiveness of material law seated in Hague Rules, Hague\/Visby Rules, or other conventions, as well as domestic codification of the international conventions depends finally on procedural rules of assumptions of liability, and of <em>prima facie<\/em> evidence in the local court room.<\/p>\n<p style=\"font-weight: 400;\">For example, subtleties in the application of \u201cburden of proof\u201d rules can have even larger effects in maritime cargo claims than in other areas of the law due to the specific risks and vagaries of maritime trading since historical times when (sailing) vessel, crew and cargo were isolated in surrounding waters often for weeks and months on end.<\/p>\n<p style=\"font-weight: 400;\">These peculiarities gave birth to an intrinsic interplay of \u201cassumption of liability\u201d, \u201cseaworthiness\u201d and \u201cexcepted perils\u201d, for long time set forth in positive law internationally, but still highly disputed up to recent times not only to its details but also principally. While due to the cross-border nature of maritime law, fundamental principles have long been agreed upon in conventions widely accepted and globally ratified (see Hague\/Visby Rules), the diverse opinions held by courts of different countries in the interpretation particularly of the burden of proof rules applied to maritime claims is a treasure chest of comparative jurisprudence.<\/p>\n<p style=\"font-weight: 400;\">The claims management of international cargo interests and their insurers is not only covered by the underlying sales agreement between seller (shipper) and purchaser (consignee) with its securing instruments such as letters of credit, but also by the transport agreement (charterparty) and the bills of lading. The cargo interests will finally try to recover damages from the carrier and the carrier\u2019s vicarious agents (actual carrier, ship owner) if the loss or damage to cargo resulted from an incident while the cargo was in the carrier\u2019s custody.<\/p>\n<p style=\"font-weight: 400;\"><u>Does Thailand\u2019s IPIT Court have a \u201chome-bias\u201d?<\/u><\/p>\n<p style=\"font-weight: 400;\">Based on our own (anecdotal) experience, Thailand\u2019s IPIT Court must be acquitted of any suspicion of having a \u201chome-bias\u201d in favor of domestic carriers against foreign cargo interests. On the contrary, one could rather raise the question whether the IPIT Court has a \u201creversed home-bias\u201d favoring foreign importers of Thai goods, especially in the court\u2019s application of rules of \u201cburden of proof\u201d and \u201corder of proof\u201d.<\/p>\n<p style=\"font-weight: 400;\">If the plaintiff proves a clean bill of lading and a discrepancy upon discharge, then there is a presumption of liability on the carrier. The carrier then has to exonerate itself by proving an excepted peril (e.g. perils of the sea, force majeure). That much seems to be international consensus and is not different in Thailand. However, when the cause of the short cargo upon discharge is disputed and obscure, a situation seen in many if not most cargo claims cases, then the parties\u2019 lawyers suddenly enter uncharted waters and need to be careful not to be shipwrecked.\u00a0 For example, in a case where it is unclear whether the loss or damage was caused by the vessel\u2019s unseaworthiness or by perils of the sea, or a concurrent combination of both, suddenly the highly disputed question arises which party has to prove -exactly- what fact and precisely in what order.<\/p>\n<p style=\"font-weight: 400;\">The suspicion that Thailand\u2019s IPIT Court might favor foreign cargo interests is further corroborated by Thailand\u2019s Carriage of Goods by Sea Act (COGSA). The COGSA is a hybrid act in combining principles from Hague-Rules, Hague\/Visby-Rules and Hamburg Rules but leaning heavily towards the Hamburg Rules. This makes the COGSA a statute favoring cargo interests in multiple ways. One example in place of many: The COGSA does not recognize \u201cnavigational errors\u201d as an excepted peril. In any case, foreign cargo interests, insurers of cargo and carrier\u2019s liability and carriers, ship owners and actual carriers are well advised to navigate cases in Thailand\u2019s IPIT Court assisted by experienced lawyers.<\/p>\n<\/div><\/section><\/p><\/div>\n<style type=\"text\/css\" data-created_by=\"avia_inline_auto\" id=\"style-css-av-jy2nksh8-2-80c920b7493a16b4a9bc67622c3c91c2\">\n.flex_column.av-jy2nksh8-2-80c920b7493a16b4a9bc67622c3c91c2{\nborder-radius:0px 0px 0px 0px;\npadding:0px 10% 0px 0px;\n}\n<\/style>\n<div  class='flex_column av-jy2nksh8-2-80c920b7493a16b4a9bc67622c3c91c2 av_one_fourth  avia-builder-el-20  el_after_av_one_half  avia-builder-el-last  no_margin flex_column_div av-animated-generic left-to-right  column-top-margin'     ><\/div><\/div><\/div><\/div><!-- close content main div --><\/div><\/div><div id='after_section_4'  class='main_color av_default_container_wrap container_wrap sidebar_right'  ><div class='container av-section-cont-open' ><div class='template-page content  av-content-small alpha units'><div class='post-entry post-entry-type-page post-entry-1917'><div class='entry-content-wrapper clearfix'>\n","protected":false},"excerpt":{"rendered":"","protected":false},"author":4,"featured_media":1925,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[19,20],"tags":[],"class_list":["post-1917","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-article-in-german-language","category-artikel-in-deutscher-sprache"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v26.5 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Schadensf\u00e4lle im Seefrachtverkehr &#8226; 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He is a German lawyer (\u201cRechtsanwalt\u201d) and a member of the Bar Organization of Berlin. Although Mr. Moser is allowed to represent clients before German courts, he is not a licensed Thai attorney; representation before Thai courts and with Thai state agencies is provided exclusively by our qualified Thai lawyers. Mr. Christian Moser studied law in Berlin and Argentina and earned his law degree with honors (\u201cPr\u00e4dikatsexamen\u201d). As a junior lawyer Mr. Moser worked for the German-Thai Chamber of Commerce and the Federal Ministry of Economics. Before moving to Thailand, he used to work for the global law firm Salans (now Dentons) and a smaller law firm in Berlin and the research services of the German parliament (\u201cDeutscher Bundestag\u201d). As of today, Mr. Moser has been working in Thailand for over seven years. At Advocates Moser &amp; Partner, Mr. Moser manages a team of specialized Thai attorneys who advise mostly Western clients. 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