Download International Maritime Conventions (Volume 2): Navigation, by Francesco Berlingieri PDF

By Francesco Berlingieri

For the 1st time, this targeted textual content brings jointly all inner most overseas maritime legislations conventions along specialist observation and research. actually worldwide in method, the booklet covers all of the nineteen conventions presently in strength, all scrutinised by means of this internationally-acclaimed writer. It additionally examines very important maritime conventions now not but absolutely ratified, together with the topical Rotterdam Rules.

This accomplished source presents an intensive remedy of either rainy and dry delivery treaties, combining breadth of insurance with intensity of research. during this moment quantity, the writer covers the foremost conventions facing collision, salvage, maritime liens and mortgages, arrest of ships, and dilemma of legal responsibility. particularly, the writer covers:

  • International conference for the unification of yes ideas of legislations with appreciate to Collision among Vessels, 1910
  • International conference on convinced ideas pertaining to Civil Jurisdiction in concerns of Collision, 1952
  • International conference for the Unification of convinced principles in terms of Penal Jurisdiction in concerns of Collision or different Incidents of Navigation, 1952
  • International conference for the Unification of sure ideas of legislation with regards to tips and Salvage at Sea, 1910
  • International conference on Salvage, 1989
  • International conference for the Unification of sure principles in relation to Maritime Liens and Mortgages, 1926
  • International conference on Maritime Liens and Mortgages 1993
  • International conference on the subject of the Arrest of Sea-Going Ships, 1952
  • International conference on Arrest of Ships, 1999
  • International conference in relation to the problem of legal responsibility of homeowners of Sea-Going Ships, 1957 and Protocol of 21 December 1979
  • International conference on drawback of legal responsibility for Maritime Claims, 1976 and Protocol of 1996

This booklet is an vital reference for maritime legal professionals, teachers and scholars of maritime legislation worldwide.

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Extra resources for International Maritime Conventions (Volume 2): Navigation, Securities, Limitation of Liability and Jurisdiction

Example text

Where both ships are to blame for a collision, the total damage to persons and cargo should be apportioned between the ships having regard to the degree of fault. This rule does not affect the liability of the carrying ship to her cargo under her contract. 6 CMI Bulletin, No. 5, pp. 3 and 4. 4 COLLISION CONVENTION, 1910 7. Damages. The damages in cases of collision ought to constitute a complete compensation for the damage suffered, according to common law. 8. Formalities. Actions for damage by collision are not to be subject to the necessity of a protest or any other preliminary formality.

56 Cantieri Balsamo v. Sail Boat Enterprise, The Felguera (1996) Dir. Mar. 217 Capt Ivanov Zdenko v. Sadav Lines Srl, The Zamet (1993) Dir. Mar. 416, Order of 30 January 1991, Tribunal of Trani241, 242 Community of Bremen v. Giacomo Costa fu Andrea (1960) Dir. Mar. 380, Judgment of 11 May 1968, No. 136 Egyptian Navigation Co. v. Impresa Barretta (1999) Dir. Mar. 61 Espresso Liguria, The (1990) Dir. Mar. 63 Esso Italiana SpA and others v. Patmos Shipping Corp. and others (1986) Dir. Mar. 996 Tribunal of Messina, 30 July 1986; (1994) Dir.

Prescription. In principle, two years should be the delay for prescription of the action for damage by collision. At the subsequent CMI Conference, held in London from 13 to 15 July 1899, the more limited subject of the apportionment of liability in collisions where both ships are to blame was placed on the agenda and the following four questions were submitted to the Conference:7 1. 2. 3. 4. How should the damage be apportioned as between the vessels in fault? Should the principle of proportional apportionment of damages apply to the cargo as well as the ship, or should the cargo owners (or other third parties) be entitled to proceed jointly and severally against the vessels?

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