Titlebook: Civil Liability for Accidents at Sea; Sarah Fiona Gahlen Book 2015 Springer-Verlag Berlin Heidelberg 2015 Athens Convention.Bunker Oil Pol

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Chapter 5 Civil Responsibility Regimes for Passenger Claimsse responsibility is invoked will very likely have different nationalities and places of business, and there may also be the legal system of the ship’s flag and a possible port or coastal State coming into play. Beyond this, the contract of transport is very likely to contain provisions itself.

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https://doi.org/10.1057/9781137342683g initiative eventually resulted in the adoption of the CLC, but the funds available from shipowners and their insurers soon proved to be insufficient. Not long after the adoption of the CLC, a second tier of compensation was established by the 1971 FUND Convention, which was paid for by the oil industry.

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Chapter 3 Civil Responsibility Regimes and the Liability for Cargo Oil Pollutiong initiative eventually resulted in the adoption of the CLC, but the funds available from shipowners and their insurers soon proved to be insufficient. Not long after the adoption of the CLC, a second tier of compensation was established by the 1971 FUND Convention, which was paid for by the oil industry.

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Book 2015ion for pollution damage. The second part focuses on the jurisdictional rules and conflict-of-law rules that may be used to deal with cases beyond the scope of international legislation, in accordance with the law of the sea.​.

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Chapter 4 Civil Responsibility Regimes for Other Forms of Pollutionthat there would be additional liability regimes in the future, probably with the CLC as a model, or that the CLC regime would be extended to encompass other forms of pollution than tanker oil spills.

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Chapter 2 Maritime Accidents from a Legal Perspectivemaritime disasters continue to be a threat and a concern to modern societies and will also be inevitable in the future. There has always been maritime trade, and there have always been unforeseen events.

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