G.R. No. 194121. July 11, 2016.*

 
TORRES-MADRID BROKERAGE, INC., petitioner, vs.
FEB MITSUI MARINE INSURANCE CO., INC. and
BENJAMIN P. MANALASTAS, doing business under the
name of BMT TRUCKING SERVICES, respondents.

Civil Law; Common Carriers; Diligence of Common Carriers;

By the nature of their business and for reasons of public policy,
they are bound to observe extraordinary diligence in the vigilance
over the goods and in the safety of their passengers.—Common
carriers are persons, corporations, firms or associations engaged
in the business of transporting passengers or goods or both, by
land, water, or air, for compensation, offering their services to the
public. By the nature of their business and for reasons of public
policy, they are bound to observe extraordinary diligence in the
vigilance over the goods and in the safety of their passengers.
Same; Same; As long as an entity holds itself to the public for
the transport of goods as a business, it is considered a common
carrier regardless of whether it owns the vehicle used or has to
actually hire one.—That TMBI does not own trucks and has to
subcontract the delivery of its clients’ goods, is immaterial. As
long as an entity holds itself to the public for the transport of
goods as a business, it is considered a common carrier regardless
of whether it owns the vehicle used or has to actually hire one.
Same; Same; Fortuitous Events; The theft or the robbery of the
goods is not considered a fortuitous event or a force majeure.—
Simply put, the theft or the robbery of the goods is not considered
a fortuitous event or a force majeure. Nevertheless, a common
carrier may absolve itself of liability for a resulting loss: (1) if it
proves that it exercised extraordinary diligence in transporting
and safekeeping the goods; or (2) if it stipulated with the
shipper/owner of the goods to limit its liability for the loss,
destruction, or deterioration of the goods to a degree less than
extraordinary diligence. However, a

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 *  SECOND DIVISION.

 
 
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stipulation diminishing or dispensing with the common

carrier’s liability for acts committed by thieves or robbers who do
not act with grave or irresistible threat, violence, or force is void
under Article 1745 of the Civil Code for being contrary to
public policy. Jurisprudence, too, has expanded Article 1734’s
five exemptions. De Guzman v. Court of Appeals, 168 SCRA 612
(1988), interpreted Article 1745 to mean that a robbery attended
by “grave or irresistible threat, violence or force” is a fortuitous
event that absolves the common carrier from liability.
Same; Same; Under Article 1736, a common carrier’s
extraordinary responsibility over the shipper’s goods lasts from the
time these goods are unconditionally placed in the possession of,
and received by, the carrier for transportation, until they are
delivered, actually or constructively, by the carrier to the
consignee.—Under Article 1736, a common carrier’s extraordinary
responsibility over the shipper’s goods lasts from the time these
goods are unconditionally placed in the possession of, and received
by, the carrier for transportation, until they are delivered,
actually or constructively, by the carrier to the consignee.
That the cargo disappeared during transit while under the
custody of BMT — TMBI’s subcontractor — did not diminish nor
terminate TMBI’s responsibility over the cargo. Article 1735 of
the Civil Code presumes that it was at fault. Instead of showing
that it had acted with extraordinary diligence, TMBI simply
argued that it was not a common carrier bound to observe
extraordinary diligence. Its failure to successfully establish this
premise carries with it the presumption of fault or negligence,
thus rendering it liable to Sony/Mitsui for breach of contract.
Same; Same; Culpa Contractual; The common carrier can
only free itself from liability by proving that it observed
extraordinary diligence.—In culpa contractual, the plaintiff only
needs to establish the existence of the contract and the obligor’s
failure to perform his obligation. It is not necessary for the
plaintiff to prove or even allege that the obligor’s noncompliance
was due to fault or negligence because Article 1735 already
presumes that the common carrier is negligent. The common
carrier can only free itself from liability by proving that it
observed extraordinary diligence. It cannot discharge this liability
by shifting the blame on its agents or servants.

 
 

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Culpa Aquiliana; If the injury to the plaintiff resulted from

the act or omission of the defendant’s employee or servant, the
defendant may absolve himself by proving that he observed the
diligence of a good father of a family to prevent the damage.—The
plaintiff in culpa aquiliana must clearly establish the defendant’s
fault or negligence because this is the very basis of the action.
Moreover, if the injury to the plaintiff resulted from the act or
omission of the defendant’s employee or servant, the defendant
may absolve himself by proving that he observed the diligence of a
good father of a family to prevent the damage.

PETITION for review on certiorari of a decision of the

Court of Appeals.
The facts are stated in the opinion of the Court.
    Estela and Virtudazo Law Firm for petitioner.
    Astorga and Repol Law Offices for FEB Mitsui
Insurance Co., Inc.
  Tabaquero, Albano, Lopez & Associates for Benjamin P.
Manalastas.

 
BRION, J.:
 
We resolve the petition for review on certiorari
challenging the Court of Appeals’ (CA) October 14, 2010
decision in C.A.-G.R. CV No. 91829.1
The CA affirmed the Regional Trial Court’s (RTC)
decision in Civil Case No. 01-1596, and found petitioner
Torres-Madrid Brokerage, Inc. (TMBI) and respondent
Benjamin P. Manalastas jointly and solidarily liable to
respondent FEB Mitsui Marine Insurance Co., Inc. (Mitsui)
for damages from the loss of transported cargo.

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 1   Penned by Associate Justice Remedios Salazar-Fernando and
concurred in by Associate Justices Celia C. Librea-Leagogo and Michael P.
Elbinias.

 
 
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Antecedents
 
On October 7, 2000, a shipment of various electronic
goods from Thailand and Malaysia arrived at the Port of
Manila for Sony Philippines, Inc. (Sony). Previous to the
arrival, Sony had engaged the services of TMBI to
facilitate, process, withdraw, and deliver the shipment from
the port to its warehouse in Biñan, Laguna.2
TMBI — who did not own any delivery trucks —
subcontracted the services of Benjamin Manalastas’
company, BMT Trucking Services (BMT), to transport the
shipment from the port to the Biñan warehouse.3
Incidentally, TMBI notified Sony who had no objections to
the arrangement.4
Four BMT trucks picked up the shipment from the port
at about 11:00 a.m. of October 7, 2000. However, BMT
could not immediately undertake the delivery because of
the truck ban and because the following day was a Sunday.
Thus, BMT scheduled the delivery on October 9, 2000.
In the early morning of October 9, 2000, the four trucks
left BMT’s garage for Laguna.5 However, only three trucks
arrived at Sony’s Biñan warehouse.
At around 12:00 noon, the truck driven by Rufo
Reynaldo Lapesura (NSF 391) was found abandoned along
the Diversion Road in Filinvest, Alabang, Muntinlupa
City.6 Both the driver and the shipment were missing.
Later that evening, BMT’s Operations Manager Melchor
Manalastas informed Victor Torres, TMBI’s General
Manager,
 

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2  Rollo, pp. 44, 85, and 91.

3  Id., at pp. 43, 44.
 4  Id., at p. 13.
5  Id., at p. 50.
6  Id., at p. 44.

 
 

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of the development.7 They went to Muntinlupa together to

inspect the truck and to report the matter to the police.8
Victor Torres also filed a complaint with the National
Bureau of Investigation (NBI) against Lapesura for
“hijacking.”9 The complaint resulted in a recommendation
by the NBI to the Manila City Prosecutor’s Office to
prosecute Lapesura for qualified theft.10
TMBI notified Sony of the loss through a letter dated
October 10, 2000.11 It also sent BMT a letter dated March
29, 2001, demanding payment for the lost shipment. BMT
refused to pay, insisting that the goods were “hijacked.”
In the meantime, Sony filed an insurance claim with the
Mitsui, the insurer of the goods. After evaluating the
merits of the claim, Mitsui paid Sony Php7,293,386.23
corresponding to the value of the lost goods.12
After being subrogated to Sony’s rights, Mitsui sent
TMBI a demand letter dated August 30, 2001 for payment
of the lost goods. TMBI refused to pay Mitsui’s claim. As a
result, Mitsui filed a complaint against TMBI on November
6, 2001.
TMBI, in turn, impleaded Benjamin Manalastas, the
proprietor of BMT, as a third party defendant. TMBI
alleged that BMT’s driver, Lapesura, was responsible for
the theft/hijacking of the lost cargo and claimed BMT’s
negligence as the proximate cause of the loss. TMBI prayed
that in the event it is held liable to Mitsui for the loss, it
should be reimbursed by BMT.
At the trial, it was revealed that BMT and TMBI have
been doing business with each other since the early 80’s. It
also

_______________

7   Id., at pp. 47, 50.

8   Id., at pp. 48, 50.
 9   Id., at pp. 48, 50, 97.
10  Id., at p. 98.
11  Id., at p. 48.
12  Id., at p. 46.

 
 

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came out that there had been a previous hijacking incident

involving Sony’s cargo in 1997, but neither Sony nor its
insurer filed a complaint against BMT or TMBI.13
On August 5, 2008, the RTC found TMBI and Benjamin
Manalastas jointly and solidarily liable to pay Mitsui
Php7,293,386.23 as actual damages, attorney’s fees
equivalent to 25% of the amount claimed, and the costs of
the suit.14 The RTC held that TMBI and Manalastas were
common carriers and had acted negligently.
Both TMBI and BMT appealed the RTC’s verdict.
TMBI denied that it was a common carrier required to
exercise extraordinary diligence. It maintains that it
exercised the diligence of a good father of a family and
should be absolved of liability because the truck was
“hijacked” and this was a fortuitous event.
BMT claimed that it had exercised extraordinary
diligence over the lost shipment, and argued as well that
the loss resulted from a fortuitous event.
On October 14, 2010, the CA affirmed the RTC’s decision
but reduced the award of attorney’s fees to Php200,000.
The CA held: (1) that “hijacking” is not necessarily a
fortuitous event because the term refers to the general
stealing of cargo during transit;15 (2) that TMBI is a
common carrier engaged in the business of transporting
goods for the general public for a fee;16 (3) even if the
“hijacking” were a fortuitous event, TMBI’s failure to
observe extraordinary diligence in overseeing the cargo and
adopting security measures rendered it liable for the loss;17
and (4) even if TMBI had not been negligent in the
handling, transport and the delivery of the

_______________

13  Id., at p. 48.
 14  Id., at p. 43.
15  Id., at p. 53.
16  Id., at p. 54.
17  Id., at p. 55.

 
 
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shipment, TMBI still breached its contractual obligation to

Sony when it failed to deliver the shipment.18
TMBI disagreed with the CA’s ruling and filed the
present petition on December 3, 2010.
 
The Arguments
 
TMBI’s Petition
 
TMBI insists that the hijacking of the truck was a
fortuitous event. It contests the CA’s finding that neither
force nor intimidation was used in the taking of the cargo.
Considering Lapesura was never found, the Court should
not discount the possibility that he was a victim rather
than a perpetrator.19
TMBI denies being a common carrier because it does not
own a single truck to transport its shipment and it does not
offer transport services to the public for compensation.20 It
emphasizes that Sony knew TMBI did not have its own
vehicles and would subcontract the delivery to a third
party.
Further, TMBI now insists that the service it offered
was limited to the processing of paperwork attendant to the
entry of Sony’s goods. It denies that delivery of the
shipment was a part of its obligation.21
TMBI solely blames BMT as it had full control and
custody of the cargo when it was lost.22 BMT, as a common
carrier, is presumed negligent and should be responsible
for the loss.
 
BMT’s Comment
 
BMT insists that it observed the required standard of
care.23 Like the petitioner, BMT maintains that the
hijacking

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18  Id., at p. 57.
19  Id., at p. 24.
20  Id., at p. 26.
21  Id., at p. 33.
22  Id., at p. 36.

 
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was a fortuitous event — a force majeure — that exonerates

it from liability.24 It points out that Lapesura has never
been seen again and his fate remains a mystery. BMT
likewise argues that the loss of the cargo necessarily
showed that the taking was with the use of force or
intimidation.25
If there was any attendant negligence, BMT points the
finger on TMBI who failed to send a representative to
accompany the shipment.26 BMT further blamed TMBI for
the latter’s failure to adopt security measures to protect
Sony’s cargo.27
 
Mitsui’s Comment
 
Mitsui counters that neither TMBI nor BMT alleged or
proved during the trial that the taking of the cargo was
accompanied with grave or irresistible threat, violence, or
force.28 Hence, the incident cannot be considered “force
majeure” and TMBI remains liable for breach of contract.
Mitsui emphasizes that TMBI’s theory — that force or
intimidation must have been used because Lapesura was
never found — was only raised for the first time before this
Court.29 It also discredits the theory as a mere conjecture
for lack of supporting evidence.
Mitsui adopts the CA’s reasons to conclude that TMBI is
a common carrier. It also points out Victor Torres’
admission during the trial that TMBI’s brokerage service
includes the eventual delivery of the cargo to the
consignee.30
_______________

23  Id., at p. 143.
24  Id.
25  Id., at p. 145.
26  Id., at p. 146.
27  Id., at p. 147.
28  Id., at p. 73.
29  Id., at p. 74.
30  Id., at p. 77.

 
 
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Mitsui invokes as well the legal presumption of

negligence against TMBI, pointing out that TMBI simply
entrusted the cargo to BMT without adopting any security
measures despite: (1) a previous hijacking incident, when
TMBI lost Sony’s cargo; and (2) TMBI’s knowledge that the
cargo was worth more than 10 million pesos.31
Mitsui affirms that TMBI breached the contract of
carriage through its negligent handling of the cargo,
resulting in its loss.
 
The Court’s Ruling
 
A brokerage may be considered
a common carrier if it also un-
dertakes to deliver the goods
for its customers
 
Common carriers are persons, corporations, firms or
associations engaged in the business of transporting
passengers or goods or both, by land, water, or air, for
compensation, offering their services to the public.32 By the
nature of their business and for reasons of public policy,
they are bound to observe extraordinary diligence in the
vigilance over the goods and in the safety of their
passengers.33
In A.F. Sanchez Brokerage, Inc. v. Court of Appeals,34 we
held that a customs broker — whose principal business is
the preparation of the correct customs declaration and the
proper shipping documents — is still considered a common
carrier if it also undertakes to deliver the goods for its
customers. The law does not distinguish between one
whose principal business activity is the carrying of goods
and one who undertakes

_______________

31  Id., at p. 75.
32  Civil Code, Art. 1732.
33  Id., Art. 1733.
34  488 Phil. 430, 441; 447 SCRA 427, 437-438 (2004).

 
 
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this task only as an ancillary activity.35 This ruling has

been reiterated in Schmitz Transport & Brokerage
Corporation v. Transport Venture, Inc.,36 Loadmasters
Customs Services, Inc. v. Glodel Brokerage Corporation,37
and Westwind Shipping Corporation v. UCPB General
Insurance Co., Inc.38
Despite TMBI’s present denials, we find that the
delivery of the goods is an integral, albeit ancillary, part of
its brokerage services. TMBI admitted that it was
contracted to facilitate, process, and clear the shipments
from the customs authorities, withdraw them from the
pier, then transport and deliver them to Sony’s warehouse
in Laguna.39
Further, TMBI’s General Manager Victor Torres
described the nature of its services as follows:
ATTY. VIRTUDAZO: Could you please tell the court what is the nature
of the business of [TMBI]?
Witness MR. Victor Torres of Torres Madrid: We are engaged in
customs brokerage business. We acquire the release documents from
the Bureau of Customs and eventually deliver the cargoes to the
consignee’s warehouse and we are engaged in that kind of business,
sir.40

 
That TMBI does not own trucks and has to subcontract
the delivery of its clients’ goods, is immaterial. As long as
an entity holds itself to the public for the transport of goods
as a business, it is considered a common carrier regardless
of whether it owns the vehicle used or has to actually hire
one.41

_______________

35  De Guzman v. Court of Appeals, 250 Phil. 613, 618; 168 SCRA 612,
617-618 (1988).
36  496 Phil. 437, 450; 456 SCRA 557, 570 (2005).
37  654 Phil. 67; 639 SCRA 69 (2011).
38  G.R. No. 200289, 25 November 2013, 710 SCRA 544, 558-559.
39  See TMBI’s Answer to the Complaint at Rollo, p. 91 in relation to p.
85.
40  TSN dated October 17, 2005, p. 9; Rollo, p. 77.
41   Westwind Shipping Corporation v. UCPB General Insurance Co.,
Inc., supra at p. 559.

 
 

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Lastly, TMBI’s customs brokerage services — including

the transport/delivery of the cargo — are available to
anyone willing to pay its fees. Given these circumstances,
we find it undeniable that TMBI is a common carrier.
Consequently, TMBI should be held responsible for the
loss, destruction, or deterioration of the goods it transports
unless it results from:

(1) Flood, storm, earthquake, lightning, or other natural disaster

or calamity;
(2) Act of the public enemy in war, whether international or civil;
(3) Act of omission of the shipper or owner of the goods;
(4) The character of the goods or defects in the packing or in the
containers;
(5) Order or act of competent public authority.42

 
For all other cases — such as theft or robbery — a
common carrier is presumed to have been at fault or to
have acted negligently, unless it can prove that it observed
extraordinary diligence.43
 Simply put, the theft or the robbery of the goods is not
considered a fortuitous event or a force majeure.
Nevertheless, a common carrier may absolve itself of
liability for a resulting loss: (1) if it proves that it exercised
extraordinary diligence in transporting and safekeeping the
goods;44 or (2) if it stipulated with the shipper/owner of the
goods to limit its liability for the loss, destruction, or
deterioration of the goods to a degree less than
extraordinary diligence.45
However, a stipulation diminishing or dispensing with
the common carrier’s liability for acts committed by thieves
or

_______________

42  Civil Code, Art. 1734.

43  Id., Art. 1735.
44  Id.
45  Id., Art. 1744.

 
 

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robbers who do not act with grave or irresistible threat,

violence, or force is void under Article 1745 of the Civil
Code for being contrary to public policy.46
Jurisprudence, too, has expanded Article 1734’s five
exemptions. De Guzman v. Court of Appeals47 interpreted
Article 1745 to mean that a robbery attended by “grave or
irresistible threat, violence or force” is a fortuitous event
that absolves the common carrier from liability.
In the present case, the shipper, Sony, engaged the
services of TMBI, a common carrier, to facilitate the release
of its shipment and deliver the goods to its warehouse. In
turn, TMBI subcontracted a portion of its obligation — the
delivery of the cargo — to another common carrier, BMT.
Despite the subcontract, TMBI remained responsible for
the cargo. Under Article 1736, a common carrier’s
extraordinary responsibility over the shipper’s goods lasts
from the time these goods are unconditionally placed in the
possession of, and received by, the carrier for
transportation, until they are delivered, actually or
constructively, by the carrier to the consignee.48
That the cargo disappeared during transit while under
the custody of BMT — TMBI’s subcontractor — did not
diminish nor terminate TMBI’s responsibility over the
cargo. Article 1735 of the Civil Code presumes that it was
at fault.
Instead of showing that it had acted with extraordinary
diligence, TMBI simply argued that it was not a common
carrier bound to observe extraordinary diligence. Its failure
to successfully establish this premise carries with it the
presumption of fault or negligence, thus rendering it liable
to Sony/Mitsui for breach of contract.
 

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46  Id., Art. 1745.

47  Supra note 35.
48  Art. 1737, Civil Code.

 
 
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Specifically, TMBI’s current theory — that the hijacking

was attended by force or intimidation — is untenable.
First, TMBI alleged in its Third Party Complaint
against BMT that Lapesura was responsible for hijacking
the shipment.49 Further, Victor Torres filed a criminal
complaint against Lapesura with the NBI.50 These actions
constitute direct and binding admissions that Lapesura
stole the cargo. Justice and fair play dictate that TMBI
should not be allowed to change its legal theory on appeal.
Second, neither TMBI nor BMT succeeded in
substantiating this theory through evidence. Thus, the
theory remained an unsupported allegation no better than
speculations and conjectures. The CA therefore correctly
disregarded the defense of force majeure.
 
TMBI and BMT are not
solidarily liable to Mitsui
 
 We disagree with the lower courts’ ruling that TMBI and
BMT are solidarily liable to Mitsui for the loss as joint
tortfeasors. The ruling was based on Article 2194 of the
Civil Code:

Art. 2194. The responsibility of two or more persons who are

liable for quasi-delict is solidary.

 
Notably, TMBI’s liability to Mitsui does not stem from a
quasi-delict (culpa aquiliana) but from its breach of
contract (culpa contractual). The tie that binds TMBI with
Mitsui is contractual, albeit one that passed on to Mitsui as
a result of TMBI’s contract of carriage with Sony to which
Mitsui had been subrogated as an insurer who had paid
Sony’s insurance claim. The legal reality that results from
this contractual tie precludes the application of quasi-delict
based Article 2194.

_______________

49  Rollo, pp. 109-110.

50  Id., at pp. 48, 50, 97.

 
 
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A third party may recover from a

common carrier for quasi-delict
but must prove actual negligence
 
We likewise disagree with the finding that BMT is
directly liable to Sony/Mitsui for the loss of the cargo.
While it is undisputed that the cargo was lost under the
actual custody of BMT (whose employee is the primary
suspect in the hijacking or robbery of the shipment), no
direct contractual relationship existed between Sony/Mitsui
and BMT. If at all, Sony/Mitsui’s cause of action against
BMT could only arise from quasi-delict, as a third party
suffering damage from the action of another due to the
latter’s fault or negligence, pursuant to Article 2176 of the
Civil Code.51
 We have repeatedly distinguished between an action for
breach of contract (culpa contractual) and an action for
quasi-delict (culpa aquiliana).
In culpa contractual, the plaintiff only needs to establish
the existence of the contract and the obligor’s failure to
perform his obligation. It is not necessary for the plaintiff
to prove or even allege that the obligor’s noncompliance
was due to fault or negligence because Article 1735 already
presumes that the common carrier is negligent. The
common carrier can only free itself from liability by proving
that it observed extraordinary diligence. It cannot
discharge this liability by shifting the blame on its agents
or servants.52
On the other hand, the plaintiff in culpa aquiliana must
clearly establish the defendant’s fault or negligence
because this is the very basis of the action.53 Moreover, if
the injury to the plaintiff resulted from the act or omission
of the defendant’s employee or servant, the defendant may
absolve him-

_______________

51   Loadmasters Customs Services, Inc. v. Glodel Brokerage

Corporation, supra note 37 at p. 79; p. 82.
52  Cangco v. Manila Railroad Co., 38 Phil. 768, 777 (1918).
53  Id., at p. 776, citing Manresa, Vol. 8, p. 71 [1907 ed., p. 76].

 
 
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self by proving that he observed the diligence of a good

father of a family to prevent the damage.54
In the present case, Mitsui’s action is solely premised on
TMBl’s breach of contract. Mitsui did not even sue BMT,
much less prove any negligence on its part. If BMT has
entered the picture at all, it is because TMBI sued it for
reimbursement for the liability that TMBI might incur
from its contract of carriage with Sony/Mitsui. Accordingly,
there is no basis to directly hold BMT liable to Mitsui for
quasi-delict.
 
BMT is liable to TMBI for breach
of their contract of carriage
 
We do not hereby say that TMBI must absorb the loss.
By subcontracting the cargo delivery to BMT, TMBI
entered into its own contract of carriage with a fellow
common carrier.
The cargo was lost after its transfer to BMT’s custody
based on its contract of carriage with TMBI. Following
Article 1735, BMT is presumed to be at fault. Since BMT
failed to prove that it observed extraordinary diligence in
the performance of its obligation to TMBI, it is liable to
TMBI for breach of their contract of carriage.
In these lights, TMBI is liable to Sony (subrogated by
Mitsui) for breaching the contract of carriage. In turn,
TMBI is entitled to reimbursement from BMT due to the
latter’s own breach of its contract of carriage with TMBI.
The proverbial buck stops with BMT who may either: (a)
absorb the loss, or (b) proceed after its missing driver, the
suspected culprit, pursuant to Article 2181.55
 

_______________

54  Art. 2180, CIVIL CODE.

55   Art. 2181. Whoever pays for the damage caused by his
dependents or employees may recover from the later what he has paid or
delivered in satisfaction of the claim.

 
 
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WHEREFORE, the Court hereby ORDERS petitioner

Torres-Madrid Brokerage, Inc. to pay the respondent FEB
Mitsui Marine Insurance Co., Inc. the following:
a. Actual damages in the amount of Php7,293,386.23
plus legal interest from the time the complaint was
filed until it is fully paid;
b. Attorney’s fees in the amount of Php200,000.00;
and
c. Costs of suit.
 Respondent Benjamin P. Manalastas is in turn
ORDERED to REIMBURSE Torres-Madrid Brokerage,
Inc. of the above mentioned amounts.
SO ORDERED.

Carpio (Chairperson), Del Castillo and Leonen, JJ.,

concur.
Mendoza, J., On Official Leave

Petitioner Torres-Madrid Brokerage, Inc. ordered to pay

respondent FEB Mitsui Marine Insurance Co., Inc. actual
damages in the amount of P7,293,386.23 plus legal interest,
attorney’s fees in the amount of P200,000.00 and costs of
suit. Respondent Benjamin P. Manalastas is in turn
ordered to reimburse Torres-Madrid Brokerage, Inc. the
above mentioned amounts.

Notes.—From the nature of their business and for

reasons of public policy, common carriers are bound to
observe extraordinary diligence over the goods they
transport according to the circumstances of each case.
(Cebu Salvage Corporation vs. Philippine Home Assurance
Corporation, 512 SCRA 667 [2007])

 
 
158

158 SUPREME COURT REPORTS ANNOTATED

Torres-Madrid Brokerage, Inc. vs. FEB Mitsui Marine
Insurance Co., Inc.

To overcome the presumption of negligence, the common

carrier must establish by adequate proof that it exercised
extraordinary diligence over the goods — it must do more
than merely show that some other party could be
responsible for the damage. (Regional Container Lines
[RCL] of Singapore vs. Netherlands Insurance Co.
[Philippines], Inc., 598 SCRA 304 [2009])
——o0o——

 
 
 
 
 
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