Collision at sea within EEZ of PRC — Forum non conveniens — Whether Hong Kong proceedings should be stayed in favour of Shanghai Maritime Court.

Are damages claimable in addition to demurrage following a delay in discharging?

Bunker spill from an oil and chemical tanker in ballast – Is the tanker a “ship” as defined in the CLC Convention when in ballast, and not carrying persistent oil?- Is limitation to be determined under CLC 1992 or the Bunker Convention 2001/ LLMC 76/96?

Collision action – Convoy of eight vessels transiting Suez Canal – Five-ship Casualty – 100% Liability for collisions

In a press briefing dated 21 December 2020, the Secretary-General of the IMO spoke out against “no crew change” clauses in charterparties.

On 11 September 2020, the IMO posted a Joint Statement by the United Nations Specialized Agencies calling on all Governments to immediately recognise seafarers as key workers and to take swift and effective action to eliminate obstacles to crew changes.

Members are often asked to accept letters of indemnity (LOIs) from their shippers or charterers in return for the delivery of cargo without presentation of original bills of lading, the delivery of cargo at a port other than that named in the bill of lading (or both) and in various other circumstances.

Guidelines to support the use of ERBs were adopted by the Committee.

The Japanese Maritime Law (“the law”) was first codified as part of the Japanese Commercial Code (“the Code”) in 1899, but for over a century, the law did not undergo any substantive or material amendments.

The 75th session of the IMO’s Marine Environment Protection Committee (MEPC 75) took place remotely from 16 to 20 November.

Members are often asked to accept letters of indemnity (LOIs) from their shippers or charterers in return for the delivery of cargo without presentation of original bills of lading, the delivery of cargo at a port other than that named in the bill of lading (or both) and in various other circumstances.

Following years of discussion and preparation, the German maritime law was amended in 2013.

Like some other countries, the United States is a federal jurisdiction consisting of a national government and fifty states.  Maritime law is almost exclusively federal statutory or judge-made law but state law is also relevant in certain respects.

Time Bars (TB) is the period of time allowed for filling a claim to court for the protection of civil rights or interests (art. 256 Civil Code of Ukraine).

UAE Maritime Code 1981

The time bars are defined under Article 149 of the Civil Code 2015 (to become effective from 01 January 2017) that time bar means a time-limit provided by law where, upon its expiry, a legal consequence arises as prescribed by law.

As a civil law country, the general provisions of prescription are provided by the Civil and Commercial Code ("the Code") in its Book I, Title IV, Chapters I and II which came into force in 1923 and was subsequently amended in 1925 and 1992. In principle, the period of prescription begins to run from the moment when the claim can be enforced. If the claim is for forbearance, prescription begins to run from the moment when the right is first infringed (Section 193/12 of the Code).

As commerce, including international commerce, starts to grow in Myanmar, there will be many cases in which a contract gives rise to a dispute between the parties to it. The question whether a Myanmar Court will or should adjudicate a contract dispute but if it does adjudicate, the rules which tell it whether to apply the domestic law of Myanmar, or the Myanmar rules of private international.

In Malaysia, the principal act of limitation is set out in the Limitation Act 1953 ("the Act") basically based on the English Limitation Act 1939 which was since then replaced with the Limitation Act 1980. The Act prescribes different period of limitation depending on different types of causes of action that arise. The Act cautions that nothing therein shall operate as a bar to any action or proceedings unless expressly pleaded.

As such in Indonesia, the law does not specify when the limitation periods begin. However, in practice, the period starts when the right to make the claim first arises. However, there is no specific maritime law/Act in Indonesia but there are few provisions in regard to the time bars/limitation as per Indonesian Commercial Code.