DOCSLIB.ORG

COVID-19 and Maritime Transport: Impact and Responses

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
COVID-19 and Maritime Transport: Impact and Responses COVID-19 and maritime transport: Impact and responses 1 UNCTAD/DTL/TLB/INF/2020/1 This document has not been formally edited 2 Note The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries. Material in this publication may be freely quoted or reprinted, but acknowledgement is requested, with reference to the document number. A copy of the publication containing the quotation or reprint should be sent to the UNCTAD secretariat at the following address: Palais des Nations, CH-1211 Geneva 10, Switzerland. 3 Acknowledgements The present report is an output produced under Phase I of the maritime supply chain component of the United Nations Development Account (UNDA) project on “Transport and trade connectivity in the age of pandemics: Contactless, seamless and collaborative UN solutions”. The report was prepared by Athanasios A. Pallis (consultant), under the overall guidance of Shamika N. Sirimanne, Director of the Division on Technology and Logistics of UNCTAD. It benefited from substantive contributions by Jan Hoffmann, Frida Youssef, Hassiba Benamara and Ahmad Ayoub, Trade Logistics Branch, Division on Technology and Logistics. Beyond the extensive published information, the section on responses and adjustments introduced by ports has benefited from insights generated as part of the discussions and documents produced by the COVID-19 Task Force of the International Association of Ports and Harbors (IAPH). Furthermore, it builds on the findings reported in the various issues of the publication: Notteboom T. and Pallis A.A. (2020). IAPH-WPSP COVID-19 Port Economic Impact Barometer. For any further information, please contact the Transport Section in the Trade Logistics Branch of the Division on Technology and Logistics at [email protected] or visit the UNCTAD website at https://unctad.org/en/Pages/DTL/TTL/Infrastructure-and-Services.aspx. 4 Contents LIST OF FIGURES ................................................................................................................................. 6 LIST OF TABLES ................................................................................................................................... 7 ABBREVIATIONS ................................................................................................................................. 9 INTRODUCTION ................................................................................................................................ 10 CHAPTER 1 ....................................................................................................................................... 12 COVID-19 IMPACT ON MARITIME TRADE AND PORT CALLS............................................................. 12 1.1 COVID-19 IMPACTS ON GLOBAL TRADE FLOWS ........................................................................... 12 1.2 CHANGES IN MARITIME TRADE: REDUCED PORT CALLS ............................................................... 15 1.3. KEY FINDINGS AND LESSONS LEARNED ....................................................................................... 27 APPENDIX I – DETAILED DATA ON SHIP PORT CALLS WORLDWIDE .................................................... 28 CHAPTER 2 ....................................................................................................................................... 36 IMPLICATIONS FOR LINER SHIPPING CONNECTIVITY ...................................................................... 36 2.1 TRENDS IN LINER SHIPPING CONNECTIVITY ................................................................................. 36 2.2 LINER SHIPPING CONNECTIVITY IN SIDS ....................................................................................... 39 2.3 CONTAINER PORTS CONNECTIVITY BY REGION ............................................................................ 42 2.4 KEY FINDINGS AND LESSONS LEARNED ........................................................................................ 48 APPENDIX II – LINER SHIPPING CONNECTIVITY IN SELECTED PORTS .................................................. 49 CHAPTER 3 ....................................................................................................................................... 58 RESPONSE MEASURES ACROSS THE MARITIME SUPPLY CHAIN ....................................................... 58 3.1 PORTS ............................................................................................................................................ 58 3.2 INTERACTIONS BETWEEN SHIP AND SHORE-BASED PERSONNEL ................................................. 64 3.3 SHIPPING OPERATIONS ................................................................................................................. 66 3.4 LANDSIDE OPERATIONS ................................................................................................................ 69 3.5 SUPPLY CHAINS ............................................................................................................................. 71 3.6 DIGITALISATION ............................................................................................................................ 71 3.7 BACK TO BUSINESS ........................................................................................................................ 73 3.8 KEY FINDINGS AND LESSONS LEARNED ........................................................................................ 75 REFERENCES ..................................................................................................................................... 77 5 List of Figures Figure 1. Trends in global trade (Percentage change) .................................................................................................. 13 Figure 2. Global trade by region in 2020 (Percentage change over 2019) ................................................................... 14 Figure 3. Total number of ship calls worldwide (2019-2020) ...................................................................................... 15 Figure 4. Total number of ship calls worldwide per month, 2020 (Percentage change over 2019) ............................. 16 Figure 5. Total number of ship calls worldwide, by ship type in 2020 (Percentage change over 2019) ...................... 16 Figure 6. Total number of ship calls by region in 2020 (Percentage change over 2019) ............................................. 17 Figure 7. Total number of ship calls in SIDS by ship type (2020-2019) ...................................................................... 18 Figure 8. Percentage of ports with less ship calls, Week 15-Week 29, 2020 ............................................................... 19 Figure 9. Containerized maritime transport, 2020 (Percentage of ports affected by blank sailings) ............................ 21 Figure 10. Trends in fleet deployment, Q1 2019 -Q2 2020 (Index: Q1 2019 = 100) ................................................... 38 Figure 11. SIDS liner shipping connectivity components ............................................................................................ 39 Figure 12. Liner shipping connectivity of the port of Shanghai ................................................................................... 49 Figure 13. Liner shipping connectivity of the port of Singapore .................................................................................. 49 Figure 14. Liner shipping connectivity of the port of Ningbo ...................................................................................... 50 Figure 15. Liner shipping connectivity of the port of Hong Kong ............................................................................... 50 Figure 16. Liner shipping connectivity of Busan port (Percentage change Q1 & Q2 2020 – Q1 & Q2 2019) ................................................................................................................................................................. 50 Figure 17. Liner shipping connectivity of Dubai port (Percentage change Q1 & Q2 2020 – Q1 & Q2 2019) ................................................................................................................................................................. 51 Figure 18. Liner shipping connectivity of TangMed port ............................................................................................ 51 Figure 19. Liner shipping connectivity of the port of Lagos ........................................................................................ 51 Figure 20. Liner shipping connectivity of Mombasa port ............................................................................................ 52 Figure 21. Liner shipping connectivity of the port of Durban ...................................................................................... 52 Figure 22. Liner shipping connectivity of the port of Rotterdam ................................................................................. 52 Figure 23. Liner shipping connectivity of the port of Antwerp .................................................................................... 53 Figure 24. Liner shipping connectivity of Hamburg port ............................................................................................
Load more

Recommended publications
  • The Carbon Footprint of Valencia Port: a Case Study of the Port Authority of Valencia (Spain)
    International Journal of Environmental Research and Public Health Article The Carbon Footprint of Valencia Port: A Case Study of the Port Authority of Valencia (Spain) Víctor Cloquell Ballester 1 , Vanesa G. Lo-Iacono-Ferreira 2,* , Miguel Ángel Artacho-Ramírez 1 and Salvador F. Capuz-Rizo 1 1 Department of Engineering Projects, Valencia Campus, Universitat Politècnica de València, Camino de Vera, s/n, E-46022 Valencia, Spain; [email protected] (V.C.B.); [email protected] (M.Á.A.-R.); [email protected] (S.F.C.-R.) 2 Department of Engineering Projects, Alcoy Campus, Universitat Politècnica de València, Plaza Ferrándiz y Carbonell, s/n, E-03690 Alcoy, Spain * Correspondence: [email protected] Received: 12 September 2020; Accepted: 29 October 2020; Published: 4 November 2020 Abstract: Maritime transport is responsible for 13% of the Greenhouse Gases (GHG) emissions of the transport sector. Port authorities, terminals, shipping companies, and other stakeholders have joined efforts to improve this sector’s environmental performance. In Spain, the Ministry for Ecological Transition and Demographic Challenge has developed a methodology to assess the carbon footprint. This methodology has been adapted to ports and applied to processes under the Port Authority of Valencia’s umbrella achieving scopes 1, 2, and 3. The results highlight that ship traffic, within the port, of containers and cruises (categorized in scope 3) had a major impact on the carbon footprint. Buildings lighting managed by the terminals has a significant effect on scope 2. Diesel consumption shares with gasoline consumption the primary representation in scope 1. The carbon footprint between 2008 and 2016 was maintained, although traffic in the port increased by 24% during this period.
    [Show full text]
  • Medcruise Newsletter Issue 52 Nov 2016.Qxp 22/11/2016 14:48 Page 1
    MedCruise Newsletter Issue 52 Nov 2016.qxp 22/11/2016 14:48 Page 1 MedCruise News MedCruise members discuss November 2016 “Guidelines for Cruise Terminals” Issue 52 MedCruise News pg. 1-7 Barcelona), Chairman of the Port facilities & PIANC International Destinations pg. 8-22 Working Group that developed this major project over the course of the last Meet the MedCruise four years, revealed members pg. 23 to the MedCruise membership the just completed study List of MedCruise that embodies a Members pg. 24 flexible design approach so that terminals can be adapted to the various current and and ground transportation area. future needs of In view of the importance to the cruise n Friday, September 23rd, MedCruise cruise companies. industry of port security and operational and members had an excellent opportunity Following the presentation, MedCruise financial aspects, special emphasis has been to discuss best strategies to invest in members had the opportunity to engage in an laid on these two topics. O extended Q&A session, while each member This report has been drafted by an cruise terminals, during a special session held in Santa Cruz de Tenerife on the occasion of also received a copy of the study that provides international working group (WG 152) set up Seatrade Cruise Med 2016. technical guidelines for assisting the by PIANC in 2012. The main objective of the During the session, MedCruise members also development of cruise port facilities. Based on work was to provide a guideline for the discussed in detail the results of the most the newest trends in cruise ships and the functional design of cruise terminals, by recent PIANC study on cruise terminals industry in general, the document covers all reviewing the needs of modern cruise ships investment, planning & design.
    [Show full text]
  • Regulatory Issues in International Martime Transport
    Organisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development __________________________________________________________________________________________ Or. Eng. DIRECTORATE FOR SCIENCE, TECHNOLOGY AND INDUSTRY DIVISION OF TRANSPORT REGULATORY ISSUES IN INTERNATIONAL MARTIME TRANSPORT Contact: Mr. Wolfgang Hübner, Head of the Division of Transport, DSTI, Tel: (33 1) 45 24 91 32 ; Fax: (33 1) 45 24 93 86 ; Internet: [email protected] Or. Eng. Or. Document complet disponible sur OLIS dans son format d’origine Complete document available on OLIS in its original format 1 Summary This report focuses on regulations governing international liner and bulk shipping. Both modes are closely linked to international trade, deriving from it their growth. Also, as a service industry to trade international shipping, which is by far the main mode of international transport of goods, has facilitated international trade and has contributed to its expansion. Total seaborne trade volume was estimated by UNCTAD to have reached 5330 million metric tons in 2000. The report discusses the web of regulatory measures that surround these two segments of the shipping industry, and which have a considerable impact on its performance. As well as reviewing administrative regulations to judge whether they meet their intended objectives efficiently and effectively, the report examines all those aspects of economic regulations that restrict entry, exit, pricing and normal commercial practices, including different forms of business organisation. However, those regulatory elements that cover competition policy as applied to liner shipping will be dealt with in a separate study to be undertaken by the OECD Secretariat Many measures that apply to maritime transport services are not part of a regulatory framework but constitute commercial practices of market operators.
    [Show full text]
  • Coast Guard, DHS § 2.01–25
    Coast Guard, DHS § 2.01–25 § 2.01–20 Suspension or revocation of ganization authorized by the Coast certificates of inspection. Guard. Under the authority if 46 U.S.C. 3313 (viii) International Ship Security and 46 U.S.C. 3710, a certificate of in- Certificate (ISSC). spection issued to a vessel may be sus- (3) When authorized by the Com- pended or revoked if a vessel is found mandant, U.S. Coast Guard, the Amer- not to comply with the terms of its ican Bureau of Shipping may issue the certificate or fails to meet a standard Cargo Ship Safety Construction Cer- required by this chapter. tificate to cargo and tankships which it classes. [CGD 95–028, 62 FR 51195, Sept. 30, 1997, as (4) The Federal Communications amended by USCG-1998–4442, 63 FR 52188, Commission will issue the following Sept. 30, 1998; USCG-2004–18884, 69 FR 58341, Sept. 30, 2004] certificates: (i) Cargo Ship Safety Radio Certifi- § 2.01–25 International Convention for cate. Safety of Life at Sea, 1974. (ii) Exemption Certificate. (a) Certificates required. (1) The Inter- (b) Applications. (1) The application national Convention for Safety of Life for inspection and issuance of a certifi- at Sea, 1974, requires one or more of cate or certificates is made on the ap- the following certificates to be carried propriate form listed in § 2.01–1, or by on board certain passenger, cargo or letter, to the Officer in Charge, Marine tankships engaged in international Inspection, in or nearest the port at voyages: which the inspection is to be made and (i) Passenger Ship Safety Certificate.
    [Show full text]
  • Chapter 17. Shipping Contributors: Alan Simcock (Lead Member)
    Chapter 17. Shipping Contributors: Alan Simcock (Lead member) and Osman Keh Kamara (Co-Lead member) 1. Introduction For at least the past 4,000 years, shipping has been fundamental to the development of civilization. On the sea or by inland waterways, it has provided the dominant way of moving large quantities of goods, and it continues to do so over long distances. From at least as early as 2000 BCE, the spice routes through the Indian Ocean and its adjacent seas provided not merely for the first long-distance trading, but also for the transport of ideas and beliefs. From 1000 BCE to the 13th century CE, the Polynesian voyages across the Pacific completed human settlement of the globe. From the 15th century, the development of trade routes across and between the Atlantic and Pacific Oceans transformed the world. The introduction of the steamship in the early 19th century produced an increase of several orders of magnitude in the amount of world trade, and started the process of globalization. The demands of the shipping trade generated modern business methods from insurance to international finance, led to advances in mechanical and civil engineering, and created new sciences to meet the needs of navigation. The last half-century has seen developments as significant as anything before in the history of shipping. Between 1970 and 2012, seaborne carriage of oil and gas nearly doubled (98 per cent), that of general cargo quadrupled (411 per cent), and that of grain and minerals nearly quintupled (495 per cent) (UNCTAD, 2013). Conventionally, around 90 per cent of international trade by volume is said to be carried by sea (IMO, 2012), but one study suggests that the true figure in 2006 was more likely around 75 per cent in terms of tons carried and 59 per cent by value (Mandryk, 2009).
    [Show full text]
  • 1Judge John Holland and the Vice- Admiralty Court of the Cape of Good Hope, 1797-1803: Some Introductory and Biographical Notes (Part 1)
    1JUDGE JOHN HOLLAND AND THE VICE- ADMIRALTY COURT OF THE CAPE OF GOOD HOPE, 1797-1803: SOME INTRODUCTORY AND BIOGRAPHICAL NOTES (PART 1) JP van Niekerk* ABSTRACT A British Vice-Admiralty Court operated at the Cape of Good Hope from 1797 until 1803. It determined both Prize causes and (a few) Instance causes. This Court, headed by a single judge, should be distinguished from the ad hoc Piracy Court, comprised of seven members of which the Admiralty judge was one, which sat twice during this period, and also from the occasional naval courts martial which were called at the Cape. The Vice-Admiralty Court’s judge, John Holland, and its main officials and practitioners were sent out from Britain. Key words: Vice-Admiralty Court; Cape of Good Hope; First British Occupation of the Cape; jurisdiction; Piracy Court; naval courts martial; Judge John Holland; other officials, practitioners and support staff of the Vice-Admiralty Court * Professor, Department of Mercantile Law, School of Law, University of South Africa. Fundamina DOI: 10.17159/2411-7870/2017/v23n2a8 Volume 23 | Number 2 | 2017 Print ISSN 1021-545X/ Online ISSN 2411-7870 pp 176-210 176 JUDGE JOHN HOLLAND AND THE VICE-ADMIRALTY COURT OF THE CAPE OF GOOD HOPE 1 Introduction When the 988 ton, triple-decker HCS Belvedere, under the command of Captain Charles Christie,1 arrived at the Cape on Saturday 3 February 1798 on her fifth voyage to the East, she had on board a man whose arrival was eagerly anticipated locally in both naval and legal circles. He was the first British judicial appointment to the recently acquired settlement and was to serve as judge of the newly created Vice-Admiralty Court of the Cape of Good Hope.
    [Show full text]
  • Early Warning System Secures Spanish Ports
    CASE STUDY TETRA AND SCADA SOLUTIONS KEEPING SPANISH PORTS SAFE EARLY WARNING SYSTEM SECURES SPANISH PORTS COMBINED TETRA AND SCADA SOLUTION PROMOTES SAFER MARITIME TRADE To safeguard the handling of potentially hazardous cargo along one of the CUSTOMER PROFILE Company: Mediterranean’s primary shipping routes, the Port Authority of Valencia (PAV) has Port Authority of Valencia, Ministry of Development, installed a resilient, automated early warning system. Government of Spain The solution has been integrated into a Dimetra IP Compact TETRA and Motorola Industry Name: Ports and Harbours MOSCAD/ACE3600 RTU network, covering approximately 80 kilometres of Spain’s Motorola Solutions Partners: eastern coastline. It connects the three state-owned ports of Valencia, Sagunto ANFER Radiocomunicaciones (ANFER and Gandia, which are managed and administered by the PAV. Strategically located F.P.C., S.L.) near the Straits of Gibraltar, these ports play a pivotal role in the shipping of goods Key Benefits: • Fully integrated SCADA solutions between America, the Mediterranean Basin and the Far East. into TETRA network • Enhanced voice and data communications The Port of Valencia has a big impact on the state economy, generating more than • Highly reliable, scalable and robust • Cost-effective: single network for 15,000 working places and over 1.1 billion Euros of revenue. During 2010, over voice and data 64 million tons of containerised cargo passed through its ports and the number of Product Name: passengers has escalated to over 470,000 annually. • Motorola Supervisory Control And Data Acquisition (SCADA) system • ACE3600 Remote Terminal Units The Port of Valencia also provides vital road and rail connections for the distribution and ACE3600 Front End Processor • Dimetra IP Compact TETRA of goods to southern Europe and North Africa.
    [Show full text]
  • Stevedoring Level 1
    LEARNERS GUIDE Transport and Logistics - Stevedoring Level 1 Commonwealth of Learning (COL) Virtual University for Small States of the Commonwealth (VUSSC) Copyright The content contained in this course’s guide is available under the Creative Commons Attribution Share-Alike License. You are free to: Share – copy, distribute and transmit the work Remix – adapt the work. Under the following conditions: Attribution – You must attribute the work in the manner specified by the author or licensor (but not in any way that suggests that they endorse you or your use of the work). Share Alike – If you alter, transform, or build upon this work, you may distribute the resulting work only under the same, similar or a compatible license. For any reuse or distribution, you must make clear to others the license terms of this work. The best way to do this is with a link to this web page. Any of the above conditions can be waived if you get permission from the copyright holder. Nothing in this license impairs or restricts the author’s moral rights. http://creativecommons.org/licenses/by-sa/3.0/ Commonwealth of Learning (COL) December 2009 The Commonwealth of Learning 1055 West Hastings St., Suite 1200 Vancouver BC, V6E 2E9 Canada Fax: +1 604 775-8210 E-mail: [email protected] Website: www. www.col.org/vussc Acknowledgements The VUSSC Team wishes to thank those below for their contribution to this Transport and Logistics / Stevedoring - Level 1 learners’ guide. Alexandre Alix Bastienne Seychelles, Africa Fritz H. Pinnock Jamaica, Caribbean Mohamed Liraar Maldives, Asia Ibrahim Ajugunna Jamaica, Caribbean Maxime James Antigua and Barbuda, Caribbean Griffin Royston St Kitts and Nevis, Caribbean Vilimi Vakautapola Vi Tonga, Pacific Neville Asser Mbai Namibia, Africa Kennedy Glenn Lightbourne Bahamas, Caribbean Glenward A.
    [Show full text]
  • Pleasure Boating and Admiralty: Erie at Sea' Preble Stolz*
    California Law Review VoL. 51 OCTOBER 1963 No. 4 Pleasure Boating and Admiralty: Erie at Sea' Preble Stolz* P LEASURE BOATING is basically a new phenomenon, the product of a technology that can produce small boats at modest cost and of an economy that puts such craft within the means of almost everyone.' The risks generated by this development create new legal problems. New legal problems are typically solved first, and often finally, by extension of com- mon law doctrines in the state courts. Legislative regulation and any solu- tion at the federal level are exceptional and usually come into play only as a later stage of public response.2 There is no obvious reason why our legal system should react differ- ently to the new problems presented by pleasure boating. Small boats fall easily into the class of personal property. The normal rules of sales and security interests would seem capable of extension to small boats without difficulty. The same should be true of the rules relating to the operation of pleasure boats and particularly to the liability for breach of the duty to take reasonable care for the safety of others. One would expect, therefore, that the legal problems of pleasure boating would be met with the typical response: adaptation of the common law at the state level. Unhappily this is not likely to happen. Pleasure boating has the mis- fortune of presenting basic issues in an already complex problem of fed- t I am grateful to Professor Geoffrey C. Hazard, Jr. for reading the manuscript in nearly final form, and to Professor Ronan E.
    [Show full text]
  • Port of Amsterdam Port of Athens (Piraeus) Port of Auckland Port Of
    Turn Ports Zip Code Port of Amsterdam Port of Athens (Piraeus) Port of Auckland Port of Baltimore, Maryland 21230 Port of Barcelona, Spain Port of Boston, Massachusetts 2210 Port of Buenos Aires, Argentina Port Canaveral/Cape Canaveral, Florida 32920 Port of Cape Liberty Cruise, NJ (NY Harbor) (Bayonne) 7002 Port of Cartagena, Colombia Port of Civitavecchia (Rome) Italy Port of Colon, Panama Port of Copenhagen, Denmark Port of Dover, England Port of Dubai, United Arab Emirates Port of Ensenada, Mexico Port Everglades/Fort Lauderdale, Florida 33316 Port of Galveston, Texas 77550 Port of Hamburg, Germany Port of Harwich, England Port of Hong Kong, China Port of Honolulu, Hawaii 96813 Port of Istanbul, Turkey Port of Kaohsiung Port of Lisbon, Portugal Port of Los Angeles, California 90731 Port of Malaga, Spain 29015 Port of Miami, Florida 33132 Port of New Orleans, Louisiana 70160 Port of Norfolk, Virginia 23510 Port of Oslo, Norway Port of Philadelphia, Pennsylvania 19112 Port of San Diego, California 92101 Port of San Francisco, CA 94111 Port of San Juan, Puerto Rico Port of Santo Domingo, Dominican Republic Port of Santos (Sao Paulo) Brazil Port of Seattle, Washington 98134 Port of Seward, Alaska 99664 Port of Shanghai, China Port of Singapore Port of Southampton, England Port of Stockholm, Sweden Port of Sydney, Australia Port of Tampa, Florida 33602 Port of Tianjin, China Port of Valencia TBA Port of Valparaiso, Chile Port of Vancouver (Ballantyne Pier & Canada Place Pier) Port of Venice, Italy Approxi to the DISTANCIA Port in EN KM Closest Airport Miles* Schipol International (AMS) 13 20.8 Athens Elefterios Venizelos International (ATH) 50 80 Aucklund International (AKL) 14 22.4 Baltimore/Washington International (BWI) 11 17.6 El Prat International (BCN) 10 16 Logan International (BOS) 4 6.4 Ministro Ezeiza International Airport (EZE) 18 28.8 Orlando International (MCO) 46 73.6 Newark Liberty International (EWR) 9 14.4 LaGuardia International (LGA) 20.5 32.8 John F.
    [Show full text]
  • An Act Affording Protection to the Carriage of Passengers and Their Luggage by Sea, Appropriating Funds Therefor and for Other Purposes
    IMO INTERNATIONAL MARITIME LAW INSTITUTE Established under the auspices of the International Maritime Organization A specialized agency of the United Nations AN ACT AFFORDING PROTECTION TO THE CARRIAGE OF PASSENGERS AND THEIR LUGGAGE BY SEA, APPROPRIATING FUNDS THEREFOR AND FOR OTHER PURPOSES A Legislation Drafting Project submitted in partial fulfillment of the requirements for the award of the Degree of Master of Laws (LL.M.) at the IMO International Maritime Law Institute Submitted By: LCDR Lazaro Ernesto C Valdez Jr. PCG(LS) (Philippines) Supervisor: Mr. Norman Martinez Academic Year 2008/2009 TABLE OF CONTENTS Explanatory Note Article I General Provisions Article II Liability of the Carrier Article III Performing Carrier Article IV Compulsory Insurance Article V Valuables Article VI Contributory Fault Article VII Limit of Liability for Death and Personal Injury Limit of Liability for Loss of or Damage to Luggage Article VIII and Vehicles Article IX Passenger and Luggage Fund Article X Supplementary Provisions on Limits of Liability Article XI Defenses and Limits for Carrier’s Servants Article XII Aggregation of Claims Article XIII Loss of Right to Limit Liability Article XIV Basis of Claim Article XV Notice of Loss or Damage to Luggage Article XVI Prescription of Actions Article XVII Competent Jurisdiction Article XVIII Invalidity of Contractual Provision Article XIX International Conventions on Limitation of Liability Article XX Penal Provisions Article XXI Appropriations Article XXII Separability Clause Article XXIII Repealing Clause Article XXIV Effectivity EXPLANATORY NOTE The Philippines, one of the largest archipelagos in the world, lies in the southeast of Asia. Nearest to it are Malaysia and Indonesia in the south and Taiwan in the north.
    [Show full text]
  • SOLAS 2018 Consolidated Edition
    SOLAS 2018 Consolidated Edition CHAPTER I GENERAL PROVISIONS PART A-APPLICATION, DEFINITIONS, ETC. Regulation 1 Application* * Refer to MSC-MEPC.5/Circ.8 on Unified interpretation of the application of regulations governed by the building contract date, the keel laying date and the delivery date for the requirements of the SOLAS and MARPOL Conventions. (a) Unless expressly provided otherwise, the present Regulations apply only to ships engaged on international voyages. (b) The classes of ships to which each Chapter applies are more precisely defined, and the extent of the application is shown, in each Chapter. Regulation 2 Definitions For the purpose of the present regulations, unless expressly provided otherwise: (a) Regulations means the regulations contained in the annex to the present Convention. (b) Administration means the Government of the State whose flag the ship is entitled to fly. (c) Approved means approved by the Administration. (d) International voyage means a voyage from a country to which the present Convention applies to a port outside such country, or conversely. (e) A passenger is every person other than: 1 (i) the master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship and (ii) a child under one year of age. (f) A passenger ship is a ship which carries more than twelve passengers. (g) A cargo ship is any ship which is not a passenger ship. (h) A tanker is a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an inflammable* nature.
    [Show full text]