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Oxford Law Citator
Contents
Expand All
Collapse All
Preliminary Material
Dedication
Foreword
Preface
Acknowledgements
IMO International Maritime Law Institute
Table of Contents
Table of Cases
International
Arbitration
International Court of Justice (ICJ)
International Tribunal for the Law of the Sea (ITLOS)
Regional
European Court of Justice
Domestic
Australia
Canada
Hong Kong
Italy
Netherlands
New Zealand
Singapore
South Africa
United Kingdom
United States
Table of Treaties
Table of Selected Legal Instruments
European Union Legislation
Directives
Regulations
Decisions
Codes, Guidelines, Resolutions and Rules
Codes
Guidelines
Resolutions
Rules
Standard Contracts and Memoranda of Understanding
Table of Legislation
Australia
Belgium
Brazil
Canada
China
Denmark
France
Germany
Hong Kong
Italy
Japan
Korea
Liberia
Malta
Netherlands
New Zealand
Norway
Panama
Singapore
South Africa
Spain
Switzerland
United Kingdom
United States
List of Abbreviations
List of Contributors
Main Text
1 Concept, Sources, and International Organizations Relating to Shipping Law
1.1 Concept of Shipping Law and Degrees of Autonomy
1.2 Sources of Shipping Law— International Maritime Conventions
1.3 International Shipping Documents
1.3.1 York-Antwerp Rules, 2004
1.3.2 Incoterms, 2010
1.3.3 Uniform Rules for Electronic Bills of Lading (EBL), 1990
1.3.4 Uniform Rules for Sea Waybills, 1990
1.3.5 Voyage Charterparty Laytime Interpretation Rules, 1993
1.3.6 Guidelines on Oil Pollution Damage, 1994
1.3.7 Model National Law on Acts of Piracy and Maritime Violence, 2001
1.3.8 Principles of Conduct for Classification Societies, 1988
1.3.9 Model Contractual Clauses for Use in Agreements between Classification Societies and Governments and Classification Societies and Shipowners, 1999
1.4 International Maritime Organizations
1.4.1 Intergovernmental maritime organizations
1.4.1.1 The International Maritime Organization
1.4.1.2 UNCTAD
1.4.1.3 UNCITRAL
1.4.1.4 ILO-JMC
1.4.1.5 IMSO
1.4.1.6 IHO
1.4.2 International non-governmental maritime organizations
1.4.2.1 CMI
1.4.2.2 Baltic Exchange
1.4.2.3 BIMCO
1.4.2.4 IACS
1.4.2.5 Intercargo
1.4.2.6 ICS
1.4.2.7 Intertanko
1.4.2.8 FIATA
1.4.2.9 IMIF
1.4.2.10 Intermanager
1.4.2.11 ISF
2 Nationality, Registration, and Ownership of Ships
2.1 Introduction
2.2 Nationality
2.3 Documentation
2.4 Flag
2.5 Registration
2.6 Freedom of States to Fix Conditions for Registration
2.7 The ‘Genuine Link’
2.8 Open Registries
2.9 International Registries
2.10 Bareboat Charter Registration
3 Shipbuilding Contracts and Termination Issues
3.1 Introduction
3.1.1 Purpose of this Chapter
3.1.2 New development in design and safety
3.1.3 Contractual developments
3.2 The Contract
3.2.1 There must be a binding contract
3.2.2 Essential terms
3.2.3 The stages of the project
3.2.4 Nature of the shipbuilding contract
3.3 Issues of Termination of Contract by the Buyer
3.3.1 Specific contractual events of termination
3.3.2 A terminating event may not lead to termination
3.3.3 Liquidated damages instead of termination
3.3.4 Rejection of the vessel by the buyer
3.3.5 Occasions of repudiation of contract
3.4 Permissible Delays Due to Force Majeure and Excluded Delays
3.4.1 Force majeure
3.4.2 Excluded delays due to modifications
3.4.3 Excluded delays under the NEWBUILDCON
3.4.4 Events causing frequent disputes between the parties
3.4.4.1 Labour strikes
3.4.4.2 Shortage of materials or equipment
3.4.4.3 Knock-on effect
3.5 Remedies for Delay
3.5.1 Liquidated damages
3.5.2 Specific performance as a remedy
3.5.3 Damages for repudiation
3.6 Effect of Buyer’s Termination
3.6.1 Discharge from primary obligations
3.6.2 Completion of the ship by the buyer
3.6.3 The refund of prepaid instalments
3.6.3.1 Guarantee per se vs performance bonds
3.6.3.2 Construction of demand or performance bonds in the event of ambiguity
3.6.3.2.1 Not too literal a construction
3.6.3.2.2 Look at the commercial purpose of the contract
3.6.3.2.3 Balance the language used with a probable business-like intention of the parties
3.6.3.2.4 Ascertain whether there are competing interpretations of ambiguous terms
3.6.3.3 Demand notice under performance bonds and letters of credit compared
3.6.4 Risk management considerations for buyers
3.6.4.1 Extend the date of the refund guarantee
3.6.4.2 Avoid the risk of the Sea-Cargo Skips
3.6.4.3 Avoid the risk of Rainy Sky
3.6.4.4 Avoid contractual limits of the right to claim damages
3.7 Issues of Termination by the Builder
3.7.1 Buyer’s default
3.7.2 Effect of buyer’s default
3.7.3 Builder’s rights under the performance (or payment) guarantee
3.7.4 Acceleration in payment and liquidated damages vs penalty clauses
3.7.4.1 Acceleration in payment
3.7.4.2 Liquidated damages
3.8 Effect of Builder’s Termination
3.8.1 Contract null and void: Builder’s entitlements
3.8.2 Effect on builder’s accrued rights
3.8.3 Rescission by the builder and risk management issues
4 Sale and Purchase of Second-Hand Ships
4.1 Introduction
4.2 Second-Hand Ships—Comparison with Newbuildings
4.2.1 Newbuilding contracts
4.2.2 Second-hand sales
4.3 The Contractual Process
4.4 Shipbrokers
4.5 English Law Background
4.5.1 Requirements for formation of an English law contract
4.5.2 When does a binding contract arise?
4.5.3 Subjects
4.5.4 Contractual terms
4.5.5 Construction of sale and purchase contracts
4.5.6 Sale of Goods Act 1979
4.5.6.1 Sections 12–14
4.5.7 Unfair Contract Terms Act 1977 (UCTA)
4.6 The Norwegian Saleform (‘Saleform’)
4.6.1 History of the Saleform
4.6.2 Basic scheme of the Saleform/clause 4 (inspection)
4.6.2.1 Buyers’ pre-purchase inspection
4.6.3 Identity of parties
4.6.3.1 The sellers
4.6.3.2 The buyers
4.6.4 Description of the vessel
4.6.4.1 Descriptive material in the Saleform
4.6.4.2 Classification status
4.6.4.3 Date of build
4.6.5 Deposit
4.6.5.1 Clause 2
4.6.5.2 Saleform 2012
4.6.5.3 Clause 13
4.6.6 Payment
4.6.6.1 Clauses 1 and 3
4.6.6.2 Saleform 2012
4.6.6.3 Payment method
4.6.6.4 Time for payment
4.6.6.5 Defective notices
4.6.6.6 Late notices
4.6.7 Notices, time, and place of delivery
4.6.7.1 Clause 5
4.6.7.2 Saleform 2012
4.6.8 Drydocking/divers inspection
4.6.8.1 Clause 6
4.6.8.2 Saleform 2012
4.6.9 Spares, bunkers, and other items
4.6.9.1 Clause 7
4.6.9.2 Saleform 2012
4.6.9.3 Supply of defective bunkers
4.6.10 Documentation
4.6.10.1 Clause 8
4.6.10.2 Sellers’ obligations
4.6.10.3 Pre-closing meeting
4.6.11 Encumbrances
4.6.11.1 Clause 9
4.6.11.2 Saleform 2012
4.6.11.3 Stowaways
4.6.11.4 Buyers’ precautions
4.6.12 Taxes, fees, and expenses
4.6.13 Condition on delivery
4.6.13.1 Clause 11
4.6.13.2 Possible buyers’ remedies
4.6.13.3 Classification societies
4.6.13.4 Equitable remedies
4.6.13.5 Summary
4.6.14 Name/markings
4.6.15 Default
4.6.15.1 Clause 13
4.6.15.2 Clause 14
4.6.15.3 Damages
4.6.16 Buyers’ representatives
4.6.17 Dispute resolution
4.6.18 Additional clauses
4.7 Nipponsale and Singapore Ship Sale Forms
4.7.1 Nipponsale 1999
4.7.2 Singapore Ship Sale Form 2011 (SSF)
5 Ship Management and Finance
5.1 Defining Ship Management
5.2 The Ship Manager as an Agent
5.3 The Functions Performed and Services Offered by the Ship Manager
5.3.1 Crew-related services
5.3.2 Technical-related services
5.3.3 Services related to the commercial employment of a ship or vessel
5.3.4 Ancillary services
5.4 ISM Code
5.5 Standard Ship Management Agreements
5.5.1 Shipman
5.5.1.1 Termination
5.5.1.2 Consequences of termination
5.5.2 CREWMAN A (Cost Plus Fee) 2009
5.5.3 CREWMAN B (Lump Sum) 2009
5.6 Ship Finance
5.6.1 Why is finance required?
5.6.2 Who provides finance?
5.7 Form and Types of Finance
5.8 Asset and Corporate Finance
5.9 The Finance Transaction
5.10 Security
5.11 The Ship Mortgage
5.11.1 Form of mortgage
5.11.2 Subject matter of the mortgage
5.11.3 The parties’ rights
5.11.3.1 The mortgagor’s rights
5.11.3.1.1 The right to redeem
5.11.3.1.2 The right to retain possession of the mortgaged ship
5.11.3.1.3 The right to sell the mortgaged ship
5.11.3.2 The mortgagee’s rights irrespective of the mortgagor’s default
5.11.3.2.1 The right to receive payment of the secured debt
5.11.3.2.2 The right to insure the ship
5.11.3.3 The mortgagee’s rights in the event of the mortgagor’s default
5.11.3.3.1 The right to take possession of the mortgaged ship
5.11.3.3.2 The right to appoint a receiver
5.11.3.3.3 The right to arrest the mortgaged ship
5.11.3.3.4 The right to sell the mortgaged ship
5.11.3.3.5 Foreclosure
5.11.4 Wrongful exercise of rights
5.11.5 Extinction of mortgages
5.12 Assignment of Earnings and Requisition Compensation
5.13 Assignment of Insurances
5.14 Guarantees
5.15 Share Charges and Pledges
5.16 Pledge of Earnings, Retention, and Reserve Accounts
5.17 Security over Cash Deposits
5.18 The Financing of Newbuildings
6 Security Interests in Ships
6.1 Introduction
6.2 Organization of the Chapter and Preliminary Remarks on Maritime Claims
6.3 Mortgage
6.4 Maritime Liens
6.4.1 Bottomry and respondentia
6.4.2 The maritime lien
6.5 Special Legislative Rights and Charges
6.6 Possessory Liens
6.7 The Enforcement of General or Unsecured Maritime Claims and the Creation of Security Interests Thereby
6.7.1 Maritime claims: general
6.7.2 The jurisdictional, remedial, and security aspects of the maritime claim
6.7.3 Proprietary and general maritime claims
6.7.4 The action in rem
6.7.5 Attachment
6.7.6 Background to the Arrest Conventions
6.7.6.1 The Arrest Convention 1952
6.7.6.2 The Arrest Convention 1999
6.7.7 International conventions on mortgages and liens
6.7.7.1 The MLM Convention 1926
6.7.7.2 The MLM Convention 1967
6.7.7.3 The MLM Convention 1993
6.7.7.4 Priority under general maritime law
6.8 National Examples of the Operation of the International Maritime Security Regime
6.8.1 The United States
6.8.2 England and Wales
6.8.3 Civil law countries: France and China
6.8.3.1 France
6.8.3.2 China
6.9 Insolvency
6.10 Conclusion
7 Law of Maritime Safety
7.1 Introduction
7.2 Formulation of the Maritime Safety Rules
7.2.1 Formulation of public regulations
7.2.1.1 Role of intergovernmental organizations
7.2.1.1.1 The IMO
7.2.1.1.2 The ILO
7.2.1.1.3 Growing influence of the EU
7.2.1.2 Role of States
7.2.1.2.1 Flag State responsibilities under UNCLOS
7.2.1.2.2 Conditions of exercise of flag State responsibilities
7.2.2 Private safety standards and classification rules
7.2.2.1 Role of classification societies
7.2.2.2 The classification rules
7.2.2.3 Harmonization of the classification rules
7.3 Control of Maritime Safety Regulations
7.3.1 Flag State control
7.3.1.1 Definition of obligations
7.3.1.1.1 Administrative control powers
(a) UNCLOS
(b) The IMO conventions lay two types of obligations on flag States
Performance of surveys and inspections.
Issue of certificates.
7.3.1.1.2 Criminal and disciplinary powers
7.3.1.2 Conditions of implementation of obligations
7.3.1.2.1 The genuine link in UNCLOS
7.3.1.2.2 The 1986 Convention on Conditions for Registration of Ships
(a) The administrative criteria
(b) The economic criteria
7.3.1.3 Flag State liability
7.3.1.3.1 The theoretical solutions
7.3.1.3.2 Sovereign immunity of flag State
7.3.2 Delegation to recognized organizations
7.3.2.1 Traditional delegation procedures
7.3.2.1.1 IMO conventions requirements
7.3.2.1.2 Regime of liability
7.3.2.2 Harmonization of recognition procedures
7.3.3 PSC
7.3.3.1 Legal regime of PSC
7.3.3.1.1 UNCLOS provisions
7.3.3.1.2 Extension of PSC powers by IMO and ILO conventions
(a) Reinforcement of procedures
Control mechanisms.
Procedural guidelines.
Quality of inspectors.
Inspector qualification and training.
Reporting requirements.
(b) Broadening of scope of intervention
(c) Broadening the scope of competence
7.3.3.2 Regional approach of PSCs
7.3.3.2.1 The Paris MoU
(a) The original agreement
(b) New developments of the Paris MoU
7.3.3.2.2 Spread of regional PSC initiatives
7.4 Conclusion
7.4.1 Emergence of an international control of the States
7.4.2 Regionalism and unilateralism
7.4.3 Primacy of human and cultural factors
Further Reading
8 Maritime Labour Law
8.1 Introduction to Seafarers’ Rights
8.2 Status of Master and Seafarers
8.2.1 Master
8.2.2 MLC 2006 seafarer definition
8.3 Recruitment and Placement
8.3.1 MLC 2006 recruitment and placement
8.4 Contracts
8.4.1 Types of contracts
8.4.1.1 Individual contracts
8.4.1.2 Collective bargaining agreements (CBAs)
8.4.1.3 Total crew cost agreements (TCC)
8.4.1.4 ITF standard agreements
8.4.1.5 International Bargaining Forum (IBF) agreements
8.4.1.6 POEA contracts
8.4.2 MLC 2006 contract provisions
8.4.2.1 Wages
8.4.2.2 Hours of work and hours of rest
8.4.2.3 Termination/dismissal
8.4.3 Repatriation
8.4.3.1 MLC 2006 repatriation
8.4.4 Abandonment
8.4.5 Accommodation
8.4.6 Food and catering
8.4.7 Shore leave
8.4.8 Medical care
8.4.8.1 MLC 2006 medical care provisions
8.4.9 Death benefits
8.4.9.1 MLC 2006 death provisions
8.5 Discipline and Criminal Law
9 International Trade and Shipping Documents
9.1 Introduction
9.2 Special Trade Terms in Export Sales
9.2.1 Group I: any mode or modes of transport
9.2.1.1 EXW
9.2.1.2 FCA
9.2.1.3 CPT
9.2.1.4 CIP
9.2.1.5 DAT, DAP, and DDP
9.2.2 Group II: sea and inland waterway transport
9.2.2.1 FAS
9.2.2.2 FOB
9.2.2.3 CIF
9.3 Finance in International Trade
9.3.1 Open account
9.3.2 Bill of exchange
9.3.3 Documentary bill
9.3.4 Documentary credit
9.3.4.1 What is an L/C?
9.3.4.2 Principles governing L/C
9.3.4.3 Time for examination
9.3.4.4 Documents required under an L/C
9.3.4.4.1 Commercial invoice
9.3.4.4.2 Transport documents
9.3.4.4.3 Insurance documents
9.4 Conclusion
10 Charterparties
10.1 Introduction
10.2 Voyage Charters
10.2.1 The basic obligations of the parties
10.2.2 The owners’ obligations
10.2.2.1 Seaworthiness
10.2.2.2 Reasonable despatch
10.2.2.3 Description of the ship
10.2.3 The charterers’ obligations
10.2.3.1 To provide the cargo
10.2.3.2 Not to ship dangerous cargo
10.2.3.3 Laytime and demurrage
10.2.3.4 Safe port
10.2.3.5 The approach voyage
10.2.3.6 Laycan
10.2.3.7 Laytime and demurrage
10.2.3.8 Notice of Readiness (NOR)
10.2.3.9 The ship must actually be ready
10.2.3.10 The calculation of laytime
10.2.3.11 The calculation of demurrage
10.2.3.12 Despatch
10.2.3.13 Responsibility for loading and discharging
10.2.3.14 Freight
10.3 Time Charters
10.3.1 Introduction
10.3.2 Seaworthiness
10.3.3 Description of the ship
10.3.4 Safe ports
10.3.5 The charter period
10.3.6 Payment of hire
10.3.7 Deductions from hire
10.3.8 Redelivery
10.3.9 Early redelivery
10.3.10 The right to withdraw the ship on non-payment of hire
10.3.11 Employment and indemnity clause
11 Bills of Lading
11.1 Introduction
11.2 The Functions Performed by the Bill of Lading
11.2.1 The bill of lading as evidence
11.2.1.1 Evidence of facts
11.2.1.1.1 The Hague-Visby Rules
11.2.1.1.2 Hamburg Rules
11.2.1.1.3 Rotterdam Rules
11.2.1.2 Evidence of the contract of carriage terms
11.2.2 The bill of lading as a transmitter of rights (and obligations)
11.2.2.1 The concepts of ‘transfer’ and ‘negotiation’
11.2.2.1.1 English law
11.2.2.1.2 US law
11.2.2.2 The concept of ‘holder’
11.2.2.2.1 International conventions
11.2.2.2.2 English law
11.2.2.2.3 German and US law
11.2.2.3 Transmission of rights against the carrier
11.2.2.3.1 Rotterdam Rules
11.2.2.3.2 English law
11.2.2.4 Rights over the goods
11.3 The Bill of Lading and the Information Technology Revolution
11.3.1 Introduction
11.4 Conclusion
12 Transfer of Bill of Lading Contracts by Statute
12.1 Introduction
12.2 The Common Law 1855 Legislation
12.3 The Common Law 1992 Legislation
12.4 Conclusion
13 Multimodal Transport
13.1 Multimodal Transport: General Overview
13.1.1 Introduction
13.1.2 Definition of multimodal transport
13.1.3 International attempts at creating uniform law
13.1.4 Current liability framework: no MT Convention in force
13.1.4.1 Unimodal liability regimes
13.1.4.2 Regional/sub-regional multimodal legislation
13.1.5 Multimodal transport: different types of liability systems that may be adopted
13.1.5.1 Uniform liability system
13.1.5.2 Network liability system
13.1.5.3 Modified liability system
13.2 International Instruments on Multimodal Transport
13.2.1 MT Convention
13.2.1.1 Scope of application
13.2.1.2 Period of responsibility of the MTO
13.2.1.3 MTO’s basis of liability
13.2.1.4 Limitation of liability
13.2.2 UNCTAD/ICC Rules
13.2.2.1 Contractual rules
13.2.2.1.1 Scope of application
13.2.2.1.2 Period of responsibility of the MTO
13.2.2.1.3 MTO’s basis of liability
13.2.2.1.4 Limits of liability
13.2.2.1.5 Time-bar
13.3 Recent Regulatory Developments
13.3.1 United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea: the Rotterdam Rules
13.3.1.1 Introduction
13.3.1.2 Multimodal application of the Rotterdam Rules: background
13.3.1.3 Scope of application
13.3.1.4 Period of responsibility
13.3.1.5 Liability of the carrier
13.3.1.6 Liability system: ‘limited network’
14 Carriage of Passengers and their Luggage by Sea
14.1 History
14.2 Basis for Liability
14.3 Scope
14.4 Non-War Insurance
14.5 War Insurance
14.6 Limitation
14.7 Time-Bar
14.8 Jurisdiction, Recognition, and Enforcement
14.9 EU Implementation
15 Law of Towage
15.1 Introduction and Overview
15.2 Preliminary Considerations
15.2.1 The nature and definition of towage
15.2.2 The distinction between towage and salvage
15.2.2.1 When does towage become salvage?
15.2.2.1.1 Unforeseen circumstances putting the tow in danger
15.2.2.1.2 Danger to the tow
15.2.2.1.3 Services outside the scope of the contract
15.2.2.2 The effect of conversion into salvage
15.2.3 The absence of mandatory laws and the role of contract
15.3 The Position Absent Contract as to Rights and Obligations as Between the Tug and the Tow
15.3.1 Implied obligations of the tug
15.3.1.1 Standard care required
15.3.1.1.1 The Supply of Goods and Services Act 1982.
15.3.1.2 Fitness of the tug to perform the towage service
15.3.1.3 Contracts for named tugs
15.3.1.4 Performance of the towage service
15.3.1.5 Obligation to complete the towage service
15.3.2 Implied obligations of the tow
15.3.2.1 Duty of care
15.3.2.2 Fitness of the tow
15.3.2.3 Duty to exercise proper seamanship
15.3.2.4 The duty of cooperation
15.4 Contracts for Towage
15.4.1 Port and coastal contracts
15.4.1.1 The model of the UKSCT
15.4.1.2 Scope of the conditions
15.4.1.2.1 Services covered
15.4.1.2.2 Period of the towage
15.4.1.3 Liability under the UKSCT
15.4.1.3.1 Vicarious liability of the tow for the tug
15.4.1.3.2 Exclusions from liability
15.4.2 Other types of similar forms compared
15.4.2.1 The Netherlands Tug Owners Conditions 1951
15.4.2.2 The Scandinavian Tugowners Standard Conditions of the Year 1959 (revised 1974 and 1985)
15.4.3 Ocean towage contracts
15.4.3.1 The role and work of BIMCO
15.4.3.2 The dominant forms in worldwide ocean towage: Towcon and Towhire
15.4.3.2.1 The basic position under these forms
15.4.3.2.2 Core obligations
(a) Standard of care
(b) Seaworthiness
(c) Payment conditions
(d) Free time
15.4.3.2.3 Liabilities and indemnities: the role of knock-for-knock
(a) Sub-clause (a): injury to or death of those engaged in the towage
(b) Sub-clause (b): loss of or damage to or caused by the tug and tow
(c) Clause 25(b) as an exemption clause
(d) Heads of excluded loss and damage
(e) Clause 25(b) as an indemnity
(f) Clause 25(c): other losses
(g) Overview of clause 25
15.4.3.3 Other forms and the impact of BIMCO towage contracts on offshore contracts allied to towage
15.4.3.3.1 Supplytime
15.4.3.3.2 Heavycon
15.4.3.3.3 Bargehire
15.4.3.3.4 Projectcon
16 Law of Harbours and Pilotage
16.1 Introduction
16.2 The Law of Harbours and Pilotage in Common Law
16.2.1 The United Kingdom
16.2.1.1 Pilotage
16.2.1.2 Harbour authority
16.2.1.3 Harbour authority and pilotage
16.2.1.4 Compulsory and voluntary pilotage
16.2.1.5 Limitation of liability
16.2.2 The United States
16.2.2.1 Pilotage
16.2.2.2 Harbour authority
16.2.2.3 Harbour authority and pilotage
16.2.2.4 The pilotage clause
16.3 Law of Harbours and Pilotage in Civil Law Countries
16.3.1 Spain
16.3.1.1 Pilotage
16.3.1.2 Harbour authority
16.3.1.3 Harbour authority and pilotage
16.3.1.4 Limitation of liability
16.3.2 Brazil
16.3.2.1 Pilotage
16.3.2.2 Harbour authority
16.3.2.3 Harbour authority and pilotage
16.3.2.4 Limitation of liability
16.4 Conclusions
Further Reading
17 Law of Marine Collisions and other Casualties to Hull and Machinery
17.1 Jurisdiction and Conflict of Laws in Collision Cases
17.1.1 Administrative investigation and discipline
17.1.1.1 Obligations to investigate the cause of collisions
17.1.1.2 Administrative discipline of mariners
17.1.2 Civil jurisdiction
17.1.2.1 International Convention on Certain Rules Concerning Civil Jurisdiction in Matters of Collision, 1952
17.1.2.2 Draft International Convention for the Unification of Certain Rules Concerning Civil Jurisdiction, Choice of Law, and Recognition and Enforcement of Judgments in Matters of Collision, 1977
17.1.2.3 The doctrine of forum non conveniens
17.1.2.4 Conflict of laws
17.1.3 Criminal jurisdiction
17.1.3.1 International Convention for the Unification of Certain Rules relating to Penal Jurisdiction in Matters of Collision or Other Incidents of Navigation, 1952
17.1.3.2 UNCLOS, Article 97, Penal jurisdiction in matters of collision or other incidents of navigation
17.1.3.3 National law
17.2 Basis of Civil Liability in Collision Cases
17.2.1 General liability
17.2.2 Presumptions of fault
17.2.2.1 The International Convention for the Unification of Certain Rules of Law Relating to Collision Between Vessels, 1910
17.2.2.2 The Rule of The Pennsylvania
17.2.2.3 Tug & tow: the ‘dominant mind’ rule
17.3 De-Coding Casualties: Terms of Art
17.3.1 Vessels in navigation
17.3.2 Naval architecture and hydrodynamics
17.3.2.1 Hydrodynamic forces
17.4 The Collision Regulations
17.4.1 Development of the ‘Rules of the Road’
17.4.1.1 Anti-collision ‘rules’ before 1838
17.4.1.2 The High Court of Admiralty in 1838
17.4.1.3 International regulation
17.4.2 Annex to 1972 COLREGS: the Rules of the Road at Sea
17.4.3 The ‘stand-by rule’
17.5 Collision Case Analysis and Apportionment of Fault
17.5.1 General illustrations
17.5.1.1 The Woomera
17.5.1.2 The Queen Mary
17.5.2 Specific violations
17.5.2.1 The British Aviator
17.5.2.2 The Sanko Diamond
17.5.2.3 The Koscierzyna
17.5.3 Traffic separation schemes
17.5.3.1 The Credo
17.5.3.2 The Amoco Delaware
17.5.4 Improper use of navigational aids
17.5.4.1 The Lady Gwendolyn
17.5.4.2 The Aleksandr Marinesco and The Quint Star
17.5.5 Ideal collision case study
17.6 Damages in Collision Cases
17.6.1 Development of the modern rule
17.6.1.1 From divided damages to proportional fault
17.6.1.2 The CMI Lisbon Rules of 1987
17.7 Types of Non-Collision Casualties
17.7.1 Lloyd’s Casualty Return classifications
17.7.2 Basis of liability
17.7.2.1 General rules
17.7.2.2 Presumptions of fault
17.7.3 Examples of casualties
17.7.3.1 Fire and burning
17.7.3.2 Explosion
17.7.3.3 Allision, grounding, and stranding
17.7.3.4 Collision ‘plus’
17.7.3.5 Foundering and sinking
17.7.3.6 ‘Unclassifiable’
17.7.3.7 ‘Unexplained’
17.7.3.8 Non-vessel
17.7.3.9 Machinery failure
17.7.3.10 Non-collision case study
17.8 Defendants in Non-Collision Casualties
17.8.1 ‘Traditional’ defendants
17.8.2 ‘Deep-pocket’ defendants
17.8.3 Non-collision measures of damages
17.9 The Curse of Criminalization
17.10 The State of the Law Regarding Collision
17.11 The Last Word
18 Law of Salvage
18.1 General Principles of Salvage Law
18.1.1 Introduction
18.1.2 History
18.1.3 Definition of salvage
18.2 Salvage Distinguished from Towage
18.3 Common Law or Contractual Salvage
18.4 The Four Essential Characteristics of Salvage
18.4.1 Volunteer
18.4.1.1 Pre-existing contractual duty to act
18.4.1.1.1 Towage contract
18.4.1.1.2 Pilotage
18.4.1.1.3 Ship’s crew
18.4.1.1.4 Tugs on governmental salvage station
18.4.1.1.5 The Royal National Lifeboat Institution (RNLI)
18.4.1.2 Statutory duty
18.4.1.2.1 Fire brigades
18.4.1.2.2 Port authorities
18.4.1.2.3 The Royal Navy and Royal Air Force
18.4.1.2.4 Her Majesty’s Coastguard
18.4.1.2.5 Motive is irrelevant
18.4.1.3 Where a duty does not exclude salvage
18.4.1.3.1 Duty to save life
18.4.2 Success
18.4.2.1 Exceptions to the success rule
18.4.3 Subjects of salvage
18.4.3.1 Life
18.4.4 Danger
18.4.4.1 Examples of where there was sufficient danger
18.4.4.1.1 Danger does not have to be immediate
18.4.4.1.2 Reasonable fear of sufficient danger
18.4.4.1.3 Indefinite delay or immobilization is sufficient
18.4.4.2 Cases in which there was insufficient danger
18.5 The Salvage Convention 1989
18.5.1 Freedom to contract
18.5.2 Authority to contract
19 Law of Wrecks
19.1 Definition of ‘Wreck’
19.2 Background to Wreck Removal Convention 2007
19.3 The Convention
19.3.1 Initial considerations
19.3.1.1 Convention area
19.3.1.1.1 Definition
19.3.1.1.2 Territorial waters
19.3.1.2 Consequences of opt-in
19.3.1.3 Is it a ‘wreck’?
19.3.1.4 Reporting
19.3.1.5 Is it a ‘hazard’?
19.3.1.5.1 Definition
19.3.1.5.2 Factors in determining whether a wreck constitutes a hazard
19.3.1.6 Resulting rights and obligations of States
19.3.2 Wreck removal
19.3.2.1 Preliminary obligations of the Affected State
19.3.2.2 Other States affected
19.3.2.3 Obligations of the owner
19.3.2.4 Imposing conditions
19.3.2.5 Restrictions on exercise of powers
19.3.3 Financial obligations
19.3.3.1 Nature of financial obligations
19.3.3.2 Financial security
19.3.4 Miscellaneous
19.3.4.1 Restrictions on scope of the Convention
19.3.4.2 Time limit
19.4 The Future
Further Reading
20 Law of General Average
20.1 Introduction
20.1.1 The main principle
20.1.2 Bibliography
20.1.3 History
20.2 The York-Antwerp Rules
20.2.1 General overview of the YAR 1994
20.2.2 The Rule of Interpretation
20.2.3 Common safety
20.2.3.1 General principles
20.2.3.1.1 The loss must be extraordinary
20.2.3.1.2 Sacrifice or expenditure
20.2.3.1.3 Intentionally
20.2.3.1.4 Peril
20.2.3.1.5 Common peril
20.2.3.1.6 ‘And only when’
20.2.3.1.7 Call of a port of refuge
20.2.3.2 Expenses allowed when a vessel is calling a port of refuge
20.2.4 Common benefit
20.2.4.1 Which costs are admitted in general average under the common benefit rules?
20.2.5 Substitute expenses
20.2.6 Non-separation agreement
20.3 Damage to the Environment
20.3.1 The Salvage Convention 1989
20.3.2 Environmental provisions in the 1994 YAR
20.4 The YAR in Special Situations
20.4.1 Tug and tow: Rule B
20.4.2 Fire extinguishing damage
20.4.3 Loss or damage which may already have been caused: Rules IV and V
20.4.4 Damage to machinery: Rule VII
20.4.5 Salvage
20.4.6 The effect of fault on general average: Rule D
20.5 Ransoms Paid to Pirates
20.6 Contributory Values
20.6.1 Bunkers and containers
20.7 Interest and Commission
20.8 Practical Aspects
20.8.1 Lien
20.8.2 Security
20.8.3 Average bonds
20.9 Adjustment of General Average
20.9.1 Average adjusters
20.9.2 Collection of information
20.9.3 The adjustment
20.9.4 Absorption clauses
20.10 Review of the YAR: Future Developments
21 Enforcement of Maritime Claims
21.1 Introduction
21.2 The Notion of Maritime Claims in International Conventions
21.3 The Enforcement of Maritime Claims by Means of the Arrest of a Ship
21.3.1 Relationship between the person liable in respect of the claim and the ship at the time the claim arose
21.3.2 Relationship between the person liable in respect of the claim and the ship at the time the claim is enforced
21.3.3 How the ship in respect of which the claim has arisen is identified
21.3.4 Whether ships other than that in respect of which the claim has arisen may be arrested
21.3.5 Claims secured by maritime liens
21.3.6 Jurisdiction on the merits
21.4 The Influence of Global Limitation of Liability on the Enforcement of Maritime Claims
21.5 The Influence on Enforcement of Maritime Claims of the Bankruptcy of a Shipowner or of Other Actions Affecting the Totality of a Shipowner’s Assets
22 Limitation of Liability for Maritime Claims
22.1 Introduction
22.2 Persons Entitled to Limit Liability
22.2.1 Shipowners
22.2.1.1 Charterers
22.2.1.2 Managers and operators
22.2.2 Salvors
22.2.3 Any person for whose act the shipowner or salvor is responsible
22.2.4 Liability insurers
22.3 Claims Subject to Limitation
22.3.1 Claims in respect of loss of life or personal injury or loss of or damage to property
22.3.2 Claims resulting from delay
22.3.3 Claims for infringement of rights
22.3.4 Claims for wreck and cargo removal
22.3.5 Claims in respect of measures taken in order to avert or minimize loss
22.4 Claims Excepted from Limitation
22.4.1 Salvage and general average
22.4.2 Claims for oil pollution damage
22.4.3 Nuclear damage claims
22.4.4 Claims by servants of the shipowner or salvor
22.4.5 Claims excluded by reservations
22.5 Conduct Barring Limitation
22.5.1 Personal act or omission
22.5.2 Intent
22.5.3 ‘Recklessness’ and ‘with knowledge’
22.5.4 Loss
22.5.5 Such loss
22.5.6 The burden of proof
22.6 Counterclaims
22.7 The Limits of Liability
22.7.1 General limits of liability
22.7.2 Limitation of liability for passenger claims
22.8 Aggregation of Claims
22.9 The Limitation Fund
22.9.1 Constitution and distribution of the fund
22.9.2 Bar to other actions
22.10 The Current State of the Amended LLMC Convention
23 The Law of Marine Insurance
23.1 Introduction
23.2 Definition of Marine Insurance
23.3 Historical Background
23.4 Types of Marine Insurance
23.4.1 Hull insurance
23.4.2 Cargo insurance
23.4.3 Marine liability insurance
23.4.3.1 P&I clubs
23.4.3.2 Compulsory insurance and direct action
23.4.4 Other types of marine insurance
23.5 Sources of Marine Insurance Law
23.6 Organization of Marine Insurance Markets
23.6.1 The role of insurance brokers and agents
23.7 Characteristics of the Contract of Marine Insurance
23.7.1 Contract of indemnity
23.7.2 Insurable interest
23.7.2.1 Who can be insured?
23.7.2.2 When must the insurable interest attach?
23.7.2.3 Defeasible and contingent interest
23.7.3 Utmost good faith ( uberrima fides )
23.7.3.1 Common law
23.7.3.1.1 Duty of disclosure
23.7.3.1.2 Duty of true representation
23.7.3.2 Civil law
23.7.4 Policy
23.7.4.1 Assignment of policy and loss-payable clauses
23.7.5 Subject matter insured
23.7.6 Sum insured
23.7.6.1 Agreed value and insurable value
23.7.6.2 Under-insurance and over-insurance
23.7.6.3 Double insurance
23.7.6.4 Deductibles
23.7.7 Period of insurance
23.7.7.1 Time policy
23.7.7.2 Voyage policy
23.7.7.3 Retroactive insurance
23.7.8 Warranties in marine insurance
23.7.8.1 Seaworthiness
23.7.9 Risks
23.7.9.1 Risks insured
23.7.9.1.1 Maritime perils
23.7.9.1.2 Other perils
23.7.9.2 Excluded risks
23.7.10 Types of loss and the measure of indemnity
23.7.10.1 Total loss (actual total loss, constructive total loss, abandonment)
23.7.10.2 Particular average loss
23.7.10.3 General average loss
23.7.10.4 Salvage charges
23.7.10.5 Sue and labour expenses
23.7.11 Premium
23.8 Subrogation of the Insurer
23.9 Reinsurance and Co-Insurance
23.10 Conclusion
Further Material
Index
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IMO International Maritime Law Institute
Edited By: David J Attard, Malgosia Fitzmaurice, Ignacio Arroyo, Norman Martinez, Elda Belja
From:
The IMLI Manual on International Maritime Law: Volume II: Shipping Law
Edited By: David J Attard, Malgosia Fitzmaurice, Ignacio Arroyo, Norman Martinez, Elda Belja
Content type:
Book content
Product:
Oxford Scholarly Authorities on International Law [OSAIL]
Published in print:
21 January 2016
ISBN:
9780199683932
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18.204.42.98