In the US a shipowner may face emotional distress claims from third parties, passengers or crew who witness traumatic events that take place on or near an associated ship, Standard Club informs. As a result, a crew may not claim compensation for emotional damages solely from witnessing the death of another without showing physical trauma or the fear of physical trauma from witnessing the event.
Speaking at IUMI’s (International Union of Marine Insurance) annual conference in Toronto, Canada, Sean Dalton, Chair of IUMI’s Cargo Committee reported that the marine cargo market is in a state of ‘accelerating change’, driven by underwriters taking action to address unprofitable results and to improve performance.
The International Union of Marine Insurance (IUMI) presented its analysis of the latest marine insurance market trends. Specifically, marine underwriting premiums for 2018 were recorded at USD 28.9 billion, marking a single percentage point growth from 2017. According to IUMI, with significant challenges facing the market, the modest increase is not significant to indicate an upturn in the fortunes of the marine insurance sector.
The Turkish Straits, consisting of the Istanbul and Çanakkale Straits and the Marmara Sea, linking the Black Sea to the Mediterranean Sea, are considered one of the most strategically significant waterways of the world. However, because of the busy traffic with a considerable number of tankers carrying dangerous cargo in the Turkish Straits there are always considerable concerns for the safety of the public and the environment.
When informed that wet or damaged cargo has been found in a hold, the Master’s initial actions can do a lot to help their position and can even help in defending or reducing liabilities. For this reason, the North P&I Club describes the Master’s role in mitigating cargo claims.
The UK P&I Clubs looks at some issues which the current unimodal Conventions give rise to. In this discussion, the Club is focusing only on the maritime Conventions, by discussing conflict of laws enabled by Article 2 CMR, and lack of certainty.
On March 27 Toyota Tsusho Petroleum filed a complaint against Nustar Energy Services at a US Court. The file regarded alleged off-spec bunkers, and TTP seeks $421,784.94 from NES through two claims. Namely, on April 19, 2018, NES supplied 840 metric tonnes (mt) of IFO 380 to the Singapore-flagged chemical tanker ‘M/V Beatrice’ at the Port of Houston.
As Gard P&I Club informs, carriers should make sure that they implement solid and comprehensive record-keeping routines of what is declared and known about the specific cargo to be carried, as well as of each step taken to care for the cargo. This may include evidence of market practice for the storage along with carriage of moisture absorbing cargoes.
The United Filipino Seafarers has expressed its concern of the continuous decrease of Filipino seafarers deployment from 2016 until 2017. Namely, in December 2017, the Philippine Overseas Employment Agency logged 378,072 deployed sea-based workers, in comparison to 442,820 in 2016.
A large amount of water was found in crude oil which was loaded at Angolan terminals. Even though the cargo documents did not present the water content found in the Far East discharge ports, the receivers made substantial shortage claims against the owners.
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