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IN THIS ISSUE
1. Learning differently about accidents
2. Seafarers loss
3. Alternative fuels
4. Spotting errors
5. TT advice
6. Emission calculator
7. Capesize demand
8. Tug business
9. Compliance costs
10. Cyber resilience
11. Steel risks
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Learning differently about accidents
By Michael Grey
Maritime accidents have produced headlines of late, with all sorts of questions about how they happened careering around the airwaves. It is probably too early for this columnist to add to the virtual interrogation, except, perhaps to ask whether it is an appropriate action for a civilised country to be remanding a survivor of shipwreck in custody, hours after being landed? And even whether law enforcement officers should be barging into a marine casualty investigation ahead of the professionals? But let us no go further into such contentious matters.
Doubtless, in the fulness of time, with the publication of the report from the MAIB, there will be all sorts of useful conclusions reached. These will be hopefully pored over by seafaring professionals and those who operate ships, to learn the lessons and better manage risks. But in all such accidents, will there be lessons that remain unlearned? In a very thought provoking book, Dr. Nippin Anand, who holds a master mariner’s certificate in addition to a PhD in social sciences and anthropology, along with a master’s degree in economics and social psychology, suggests that there is a lot more to learn about risk and safety.
Nippin, who has a reputation as a compelling speaker at safety related conferences and as the author of articles in professional journals, was led into this book by the calamity of the Costa Concordia and the subsequent trial in Italy of her master Captain Schettino, currently serving out his sentence. Nippin, who was certainly not alone in wondering whether the entire responsibility for the fatal accident could be placed on the shoulders of the ship’s commander, decided to interview him, which at some length, he was able to do. And while this accident serves as a thread through this book, the author shows how his background, across so many different disciplines, has enabled him to search far beyond the usual “rituals” of an accident investigation and into its background, and the many factors which came together on that fatal night in January 2012.
The author, whose humanity becomes obvious as his thesis evolves and who confesses to his own “near miss” incident during his time at sea, is sympathetic to the master’s plight, noting the way the mockery of the media, the dubious reporting and sensationalism, along with the demand by Italian officialdom to purge the national shame with a suitable scapegoat, overwhelmed rational thought. He guides the reader along a line markedly different from the traditional approach to an accident investigation, showing how real learning will come from a deeper understanding of why people do things, looking at relationships, the mind, the importance of doubt and the role of the emotions and feelings.
Learning, he suggests, is “surfacing the unconscious;” digging a bit deeper into the unseen drivers that contribute to a calamitous situation. There are those who will never be convinced that Schettino was not the author of his own misfortune, but Nippin Anand asks his readers to at least open their minds to fresh interpretations of the casualty. He points out that in the “sail-past” close to the island, it was a “normal” manoeuvre for cruise ships, which are expected to routinely sail far closer to the land than other ships. He attempts to analyse the thinking and conduct of the other members of the bridge, and offers suggestions as to why they never intervened in any way as the ship missed her turn.
He explores the myth of “no-blame culture”, which goes against human nature in many respects, with its perennial search for a scapegoat. And he concludes with a practical method of learning from accidents using as an example an actual enclosed space tragedy, drawn from a report into a death aboard a coal carrier anchored off Indonesia in 2022. This he terms the “iCue” method, which seeks to establish the human decision-making of the participants in the accident, which was somewhat less complex than the cruise ship tragedy and perhaps easier to understand.
In this important book Nippin Anand concludes that learning means embracing the fallibility which makes us all human, and in doing so, better manage the risks which are part and parcel of everyday life. Are we learning from accidents? Quandary, a question and a way forward, by Dr Nippin Anand. Published by Novellus ISBN 978-1-7385603-0-1 nippin.anand@novellus.solutions
Michael Grey is former editor of Lloyd’s List.
2. Seafarers’ loss
The International Association of Dry Cargo Shipowners (INTERCARGO) has commented on loss of four seafarers in the recent attack on a bulk carrier in Odesa on 11 March 2025.
INTERCARGO fully supports the statement issued by IMO Secretary-General Arsenio Dominguez and condemns in the strongest terms any attacks on merchant shipping and the innocent seafarers in its service.
Speaking on behalf of the world’s dry bulk shipowners, INTERCARGO emphasised that the safety of seafarers must remain paramount.”These dedicated professionals ensure the continuous flow of essential commodities and raw materials that sustain the global economy. They must never become targets in conflicts beyond their control.
“Once again, we must remind all stakeholders of the value of our seafarers and the imperative for their protection under international maritime law. The principle of freedom of navigation must be upheld to allow the safe trade of essential goods across the globe.
“With Non-Governmental Organisation status at the IMO, INTERCARGO remains actively involved in discussions and information sharing at the highest level. We endorse the IMO’s stance that there must be caution and restraint to avoid further escalation of the situation.
INTERCARGO extends its profound condolences to the families and loved ones of those who have lost their lives, as well as those who were injured in this attack.”
3. Alternative fuels
DNV’s latest white paper uncovers key insights on how DNV assists shipowners in obtaining approvals and ensuring the safe adoption of ammonia and hydrogen as ship fuels. The publication includes:
An overview of the order book and the technological development status of ammonia and hydrogen as marine fuels
Important safety considerations specific to ammonia and hydrogen
A detailed breakdown of roles and responsibilities to help to navigate regulatory compliance
Key steps needed to ensure safe adoption of ammonia and hydrogen on ships.
Download your copy
4. Spotting errors
In the spring edition of its Trade Advantage newsletter, Hill Dickinson considers the issue of a court judgment where it was found that expert determination was not binding due to manifest errors. In WH Holding Ltd -v- E20 Stadium LLP [2025] EWHC 140 (Comm) the Court found that a reasoned expert determination was not binding because it contained manifest errors, which it defined as errors that were obvious and obviously capable of affecting the determination as to admit of no difference of opinion.
As well as its bearing on agreements to expert determination, the decision is also relevant to contracts for the sale and purchase of crude oil and petroleum products, which commonly provide that certificates of quantity and quality are final except in cases of manifest error or fraud, the law firm says.
5. TT advice
In a landmark judgment, the UK Supreme Court has provided crucial clarity on the applicability of the Hague-Visby Rules to claims for cargo misdelivery after discharge. The decision, which upheld the rulings of the lower courts, has significant implications for the interpretation of time bars in maritime law and the responsibilities of carriers post-discharge, the TT Club says commenting on AMS AMEROPA MARKETING & SALES AG & Anor v OCEAN UNITY NAVIGATION INC (Doric Valour) FIMBANK PLC v KCH SHIPPING CO LTD (The Giant Ace) [2024] UKSC 0038.
Commenting on the case, which can be found in full on the TT Club website, The court in the Alhani ([2018] 2 Lloyds Rep 503) had already applied the Hague Rules one year time limit applying to a misdelivery claim arising on discharge within the “tackle to tackle period”. This had left open the question whether it applied after discharge from the vessel. This case, and in particular the Supreme Court decision, removes the remaining uncertainty (closes the gap) on this point, at least under English law, and is important.
However, as pointed out earlier in TT Talk, comparison with the MSC Amsterdam may indicate that this judgment depends on the exact terms of the bill of lading. There may also remain some doubt as to the situation where the time period between discharge and delivery is prolonged.
Fire risks
Another comment piece by the TT Club said that analysis of the international freight and cargo handling insurer’s claims history reveals that a fifth of all losses and damage to port equipment are related to fire. There exists a real and significant risk to the safety of the workforce and terminal users that must be addressed.
TT Club is warning cargo handling and terminals operators that fire remains a major cause of damage and losses to port and terminal equipment. The insurance specialist’s analysis of a ten-year claims history shows that of the near 1600 fire-related claims it has received over that period, some 19% have involved this equipment. With some minor variation over the years, the percentage has remained relatively consistent.
“Fire risk not only poses a significant concern in terms of insured losses and obvious operational disruption, fire also presents a real and significant risk to the safety of the workforce, facility visitors/users and indeed the general public,” comments Neil Dalus from TT’s Loss Prevention department. “As a result we strongly advise that fire detection and suppression systems in port equipment are considered by operators as critical safety measures.”
TT Club also commends the recently published white paper by the Port Equipment Manufacturing Association (PEMA) entitled ‘Fire Detection and Suppression Systems for Mobile Port Equipment’. The paper is comprehensive in its coverage of fire safety measures and particularly emphasises the importance of regular maintenance, collaborative risk assessments, adherence to industry standards, and of course mandatory regulations.
Among the essential information contained in the PEMA white paper are the range of available technologies for fire detection and suppression; current trends in electrification and automation together with their particular associated risks and environmental considerations when addressing the potential consequences of equipment fires.
In summary Dalus concludes, “TT joins with PEMA in urging the installation of state-of-the-art fire suppression systems in all port equipment together with strict adherence to manufacturers’ service protocols and remote monitoring for autonomous equipment. Going forward we advise the close collaboration between fire suppression system suppliers, equipment manufacturers and port operators in tackling the dangerous trend in the consistent risk of fire.”
6. Emission calculator
The Baltic Exchange has introduced a series of green fuel options to its FuelEU voyage and compliance cost calculator as more shipowners, traders and charterers seek to understand the commercial implications of this regulation on their voyage costs.
Biodiesel, bio-LNG, bio-LPG, green methanol, green hydrogen and green ammonia have all been added to the calculator, either as green fuel or blend options. Baltic Exchange’s FuelEU Maritime calculator provides an overview of the cost implications for the selected option relative to the Baltic standard for that route. This will enable the market to factor any change in fuel selected or contemplated into their voyage cost estimates.
“Green fuels are expected to be very expensive initially, so will likely be blended into fossil-derived fuels initially, to achieve compliance with the new FuelEU Maritime regulation. For this reason and based on industry feedback, we have added a blend capability to Baltic Exchange’s FuelEU compliance and fuel cost calculator,” said Martin Crawford-Brunt, Emissions Lead at Baltic Exchange.
“Baltic Exchange is assisting the market by cutting through the considerable complexity of these regulations by providing a simple decision-making tool that estimates the voyage costs of the many fuel and blend alternatives quickly and simply,” he added.
These results of the calculations are all presented relative to the Baltic standard ship and route types, which is generally considered to be burning VLSFO in navigation outside ECA and MGO for waiting and port consumption. The output from these calculations shows the cost differential for the fuel under consideration with the entered speeds and consumptions of the test ship versus the market standard.
For example, a 115,000 dwt LR2 clean tanker operating on the TC20 Baltic route (Al Jubail – Rotterdam), assuming a standard speed of 11 knots with ballast consumption of 21 mt/day and laden consumption of VLSFO of 27 mt/day, stands to save nearly $30,000 in fuel costs if using a 35% B100 blend option.
Despite an increase in overall fuel costs, the amount saved for being in compliance with the FuelEU Maritime regulation will offset those costs and provide additional savings compared to burning purely VLSFO.
According to Baltic Exchange’s FuelEU Maritime Calculator, in this example, the vessel stands to save increasing amounts of costs on fuel as the ratio of biodiesel to VLSFO increases.
“With the latest update to Baltic Exchange’s FuelEU Maritime Calculator, users now have the ability to experiment with any green fuel blend percentage taking into account the assumed green fuel cost premium and the expected well-to-tank emissions profile for the specific green fuel blend selected,” Crawford-Brunt noted.
“Regulations like FuelEU Maritime and EU ETS will become increasingly impactful on voyage costs to and from the EU. All contracting parties, their brokers and traders need to be able to estimate these additional costs quickly to avoid facing high financial penalties. Baltic Exchange is pleased to be able to offer these vital emission resources and tools to its members and the wider market as we all strive for a more sustainable future for shipping,” he added.
7. Capesize demand
The surge in demand for capesize bulk carriers will continue, driven by increased orders from China for bauxite from West Africa, according to Pappu Sastry, CEO of Adhira Shipping and Logistics.
Bauxite prices have gone from US$73 in Sep 2024 to US$120 in January 2025 as ships wait to load in ports along the coast of West Africa.
“When the ocean freight was low over New Year and Chinese New Year (CNY) holidays, the commodity price had gone up, encouraging exporters to increase volumes. The bauxite prices were not sustainable at a higher level and so many smelters postponed shipments to after the CNY holidays,” said Capt. Sastry.
Prices are now at US$95 in China and there is another surge in demand due to low inventories. Demand is mainly for bauxite from Guinea to China and also for iron ore shipments from Brazil.
“This has triggered a spike in demand for capesize vessels and higher Indexed (C3) freights which will last well into April and May. It is important that mines, carriers and consignees are prepared for these fluctuations and have the support they need on the ground to manage the logistics from mine to port and final delivery overseas,” said Sastry.
8. Tug business
Svitzer, a leading global towage and marine services provider, has recently released a white paper documenting how its new TRAnsverse tug can perform towage jobs that standard Azimuth Stern Drive (ASD) tugs of similar or larger sizes can’t do. According to data presented in the white paper, the TRAnsverse tug could be a game changer for harbour and terminal towage.
With its revolutionary design, Svitzer’s TRAnsverse tug takes manoeuvrability and towing capabilities to the next level. That’s the conclusion of the white paper, which includes data from the sea trials and the tug’s first months of operation. At speeds above 2-3 knots in dynamic modes, the TRAnsverse tug expands the operating envelope by around 50% compared to similar or larger size standard ASD tug designs. Furthermore, the TRAnsverse tug has shown a fuel efficiency gain of 15%. As a result, the TRAnsverse tug can perform a wider variety of jobs, do them faster and more fuel efficiently, and generally deliver a higher level of performance.
“We believe that the TRAnsverse tug has the potential to become a game changer in harbour and terminal towage. It can address common port pain points, including severe challenges with port congestion, larger vessels, and more extreme weather conditions. We now have solid documentation that the TRAnsverse tug can solve most of the daily jobs faster and better than standard tug designs, meaning it will help prevent port delays, which can be costly and have ripple effects throughout the supply chains,” says Kasper Karlsen, Chief Operating Officer at Svitzer.
The TRAnsverse design is a leap forward in tug design. Its operational capabilities are based on several distinct design features that differentiate it from other tug designs and, in combination, enable it to manoeuvre and operate in ways no other tug can. Svitzer has patented the TRAnsverse design together with naval architect Robert Allan.
Direct and indirect force: More direct and indirect force across the range of vessel speeds for arrival and departure, resulting in less time and fuel needed to achieve the required rate of turn (ROT) for the assisted vessel. The TRAnsverse tug can generate approx. 50% higher forces than an ASD of comparable size and engine power in dynamic modes (more than 2-3 knots).
Push and sidestep: The ability to push and sidestep under the flare results in less time and fuel needed to achieve the required ROT for the assisted vessel. Furthermore, the TRAnsverse tug can side-push effectively in the full speed range up to 10 knots, allowing instant response to pilot commands as the tug can follow the assisted vessel in position ready to push.
Manoeuvrability: Greater tug manoeuvrability means less power is required to position the tug as needed during operations.
Hydrodynamic force: Better usage of hydrodynamic force during pulling means free force during braking. The TRAnsverse design can generate usable hydrodynamic force from lower speeds than predominant tug designs.
Transition capability: Improved transition capability e.g. during direct pulling, changing from a 6 to a 3 o’clock position, will require less power, time and fuel than other tug designs.
Click here to download the TRAnsverse tug white paper.
9. Compliance costs
Hecla Emissions Management, a leading provider of emissions compliance management solutions to the shipping industry, recently announced that its Compliance Market Indicator (CMI) has risen to an average of €470 per tonne CO2e in March, highlighting the rising costs of compliance.
The Hecla CMI provides a benchmark price for FuelEU Maritime surplus, providing shipowners and charterers with a transparent reference point for charterparty settlements.
Using weekly inputs reflecting real-world pricing and regulatory conditions, Hecla’s CMI is a new benchmark that values the FuelEU surplus between two scenarios; the most expensive, non-compliance approach, in which operators use fuel oil in their vessels and pay full EU ETS costs and FuelEU penalties; and the lowest possible cost approach, which would be achieved by blending the exact amount of biofuel to ensure compliance while minimising EU ETS costs. While the biofuels market remains somewhat illiquid, this lowest-cost approach is unrealistic for shipowners as, hopefully, is the high-risk non-compliance approach. The CMI is therefore valued at the exact midpoint between these approaches.
The increase in the CMI benchmark since the introduction of the FuelEU Maritime regulation reflects the increase in B30 biofuel costs and the widening spread between VLSFO and B30. The fluctuations in the CMI benchmark also highlight the importance of a compliance strategy that reduces exposure to short-term fuel price volatility.
The Compliance Market Indicator (CMI) is a valuable reference for vessel owners and charterers as they plan their pooling strategies in 2025 and aim to understand how best to settle agreements between deficit and surplus vessels. The ‘Hecla FuelEU Maritime Exchange’ allows vessel owners and charterers to tokenise surplus created on voyages of their vessels to create assets that can be traded in a transparent and efficient marketplace to monetise surplus compliance. Having a clear benchmark for negotiations will enable shipowners to negotiate efficient and effective compliance deals that suit all parties.
Hugo Wilson of Hecla Emissions Management, said, “We have launched our Compliance Market Indicator in response to the repeated calls for guidance from vessel owners on the fair value of surplus. It serves as a valuable and transparent reference point in what, for now, is still an embryonic market, ensuring that owners are better informed over the best compliance strategy for their vessels.
“The CMI shows a clear upwards trend over the first two months of 2025, despite week-to-week fluctuations. If this longer-term trend continues, there would be a clear benefit for owners of vessels facing FuelEU compliance costs to seek an early opportunity to lock in a compliance solution.”
The CMI is derived from weekly inputs that reflect real-world pricing and regulatory conditions. Measures included in the calculation of the indicator include VLSFO and B30 benchmark prices and the price of EUAs, as well as FX rates, and FuelEU penalties.
10. Cyber resilience
Leading figures from across the insurance and cyber security sector have issued a unified call to action for insurers to strengthen their cyber resilience in response to the rapidly evolving threat landscape.
Intersys, a leading provider of cyber security and IT solutions for the insurance sector brought together senior cybersecurity, underwriting, and risk management professionals to address pressing challenges facing the sector.
At a high-level roundtable hosted by Intersys, industry leaders warned that insurers must move beyond reactive approaches and implement more robust, proactive risk management strategies to counter growing cyber threats.
- Ransomware Attacks – 60% of businesses affected by ransomware shut down within three years.
- Outdated Systems – GCHQ warns that many in the insurance sector still use outdated Windows systems, increasing vulnerability.
- MFA Limitations – Multi-Factor Authentication (MFA) is not foolproof, as cyber criminals are stealing access tokens to bypass it.
- Quishing (QR Code Phishing) – A rapidly growing attack vector, increasing from 0.8% of phishing attempts in 2022 to 12.4% in 2024.
- Evolving Cybercriminal Tactics – Attackers continuously adapt, requiring insurers to stay ahead with proactive measures.
Tim King, Business Development Lead, Intersys, said: “Threat actors only need to succeed once, whereas businesses must remain vigilant at all times. The risk-reward balance has shifted, making cybercrime an attractive option for criminals, with the likelihood of getting locked up for armed robbery higher than being arrested for cyber crime. The industry must prioritise proactive security measures to mitigate this risk as, rather worryingly, GCHQ says significant numbers in the insurance sector use out-of-date Windows.” Jake Ives, Head of Security, Intersys, said: “MFA is a strong starting point, but it isn’t foolproof. Cyber criminals are becoming increasingly sophisticated, stealing access tokens and bypassing security protocols. The insurance sector needs to continuously adapt to these threats.”
Douglas Robare, Venture Partner — Neo Ventures, said: “At the event I was introduced to the term Quishing – QR code phishing — which is rapidly rising from 0.8% of phishing attempts in 2022 to 12.4% in 2024. It’s a reminder that while we’re used to spotting phishing emails and texts, fake QR codes are now a real threat. The event was an excellent opportunity to discuss key cyber security challenges, particularly around data management, legacy systems, and the growing risks as AI tools become more prevalent in the insurance industry.”
David Clamp, Founder, The Camelot Network, said: “There were lots of insights on the theory and practical application of how to protect against the evolving cyber threat landscape, right in the heart of the London Market.” Lisa Rowe, Senior Underwriter — Financial Lines, Cyber, Specialty MGA UK, said: “The Cyber Roundtable hosted by Intersys was a great opportunity to connect and share insights. Intersys’ deep expertise in cyber security made the collaboration enriching, and I truly valued the chance to meet with my fellow professionals.”
Robin Muir, Head of Contingent Risks, Devonshire Underwriting, said: “Cyber security must be embedded in the DNA of every insurance business — from MGAs to insurers and brokers. As the industry becomes increasingly interconnected through data feeds and Application Programming Interfaces, the risk landscape is evolving at an unprecedented pace. Proactive, robust cyber measures are critical to protecting sensitive data and maintaining operational resilience. The insurance sector must stay ahead of emerging threats by fostering continuous dialogue and collaboration with cyber security experts, ensuring that best practices evolve alongside the risks we face.” Mark Kirby, Professional Services Director, Intersys said: “Our goal is to bring together IT security experts, risk managers, underwriters, and auditors to foster knowledge-sharing and innovative problem-solving in the face of emerging cyber threats.”
11. Steel risks
Germany-based corrosion specialist Steelpaint is calling for urgent action to address the significant environmental impact of steel corrosion, warning that inadequate corrosion protection is contributing more to global CO2 emissions than the entire aviation industry. With the maritime industries consuming an estimated 100 million tonnes of steel annually, premature corrosion and subsequent steel renewal work is increasing carbon emissions dramatically, said Steelpaint’s Managing Director Klaus Müller.
“Addressing this issue through effective steel protection is an economical and environmental imperative. Every premature steel asset failure triggers a replacement cycle that indirectly undermines the industry’s decarbonization efforts.”Steel production remains one of the most carbon-intensive industrial processes. To produce a single 10m by 10m, 20mm thick steel plate, for instance, emits about 3t of CO2. Factor in transportation costs and the need for additional coatings, and the carbon footprint looms large.
“Without effective and reliable corrosion protection, early steel replacement initiates a cascade of carbon-intensive consequences – increased raw material extraction, higher energy consumption during manufacturing process, and transportation and installation – all of which contribute to a carbon footprint that extends far beyond the initial asset failure,” said Müller.
This is underscored by a joint research study carried out by Curtin University and Ohio State University and published in 2022, which estimates that 25% of global steel production is lost to corrosion, with replacement and renewal accounting for 4 to 9% of total emissions globally. Global demand for steel in 2024 was 1.8 billion tonnes and forecast to grow by 2.9% by 2030. The shipbuilding industry alone consumes 32.2 million tonnes per year, of which China, South Korea, and Japan use 88.3%.
Dmitry Gromilin, Steelpaint’s Chief Technical Supervisor, said: “By extending the lifespan of steel structures with effective corrosion prevention technology we have the potential to reduce emissions further. But the link between steel protection and carbon emissions has so far been overlooked.”
Indeed, with mounting regulatory pressure and the shift toward decarbonisation, optimising the durability of steel structures does seem an important consideration if the industry is to meet the UN’s 17 Sustainability Goals.
“Coatings technology is so far advanced that, if properly maintained, maritime structures can last for decades, not only reducing the frequency and costs associated with steel replacement but also leading to a substantial decrease in greenhouse gas emissions. Global CO2 emissions from steel production could be reduced by up to 1.6 gigatons annually,” said Gromilin.
The shipping industry remains one of the world’s largest emitters of CO2, producing 858 million tonnes of carbon dioxide in 2022, surpassing the aviation sector. With IMO tightening emissions regulations, companies are under pressure to adopt low-carbon solutions that extend infrastructure life cycles while reducing environmental impact.
“The focus on corrosion protection is not just about extending material lifespan, it’s about reducing emissions at their source,” said Gromilin.
“With our isocyanates-free, low VOC moisture-cure polyurethane Stelcatec coating we are enabling steel assets to remain in service longer, reducing the carbon emissions at source. Stelcatec is setting a new standard for steel preservation, ensuring a more sustainable future for the industry.”
Notices and Miscellany
Honours for bravery
IMO is currently accepting nominations for exceptional acts of bravery performed at sea during the period 1 March 2024 to 28 February 2025.
The honours, which are awarded annually, provide international recognition to those who, at the risk of losing their own life, have performed acts of exceptional bravery in an attempt to save life at sea or prevent/mitigate damage to the marine environment. Such acts of bravery may also involve extraordinary seamanship skills in very difficult conditions or any other display of outstanding courage.
The nomination form can be submitted by any IMO Member State, intergovernmental organization in cooperation with IMO or non-governmental organization in consultative status with IMO.
Deadline for submissions: 15 April 2025. For more information, and the nomination form, please visit:
https://www.imo.org/en/OurWork/ERO/Pages/IMOHonoursExceptionalBravery.aspx
Limitation claims
LSLC’s seminar: Limitation Claims following on from the MSC Flaminia: what is the direction of travel in the English Courts will take place on 24th March at the IDRC, 1 Paternoster Lane, London EC4M 7BQ.
Specific issues for discussion will include:
• The 1976 Convention in England
• When will the Admiralty Court exercise jurisdiction?
• What types of claim can be limited? Who can claim protection?
o The MSC Flaminia at first instance and in the Court of Appeal
o How might the Supreme Court approach this issue…?
o Pollution claims
o Wreck removal
• Res judicata / Issue Estoppel
• Calculating the fund, and applying set off, where a salvor seeks to limit liability
• The value of an English decree. Differing approaches in other jurisdictions?
• P&I club and H&M insurers concerns – possible solutions?
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
Words To Live By
Having a bad day? Well, better you than me.
If you can’t beat ’em, well then you’re just not trying hard enough, slacker.
Ever notice how people who tell you to calm down are the ones that got you mad in the first place?
Happiness is where you find it. Perhaps you should look someplace else.
Start each day off on the right foot, unless you kick better with your left.
I make it a policy to never take work home with me…unless office supplies count.
If not for stress, I’d have no energy at all.
Women don’t need the remote control…we have the actual control.
Give a man a fish, and he’ll eat for a day. Teach a man to fish, and the old buzzard won’t be hanging around, underfoot, all weekend.
I’d eat more fruits and vegetables if they tasted more like microwaved burritos.
Thanks for Reading the Maritime Advocate online
Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each edition and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
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