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Shipowner” implies the owner, like the registered owner, bareboat charterer, manager and operator of the ship. Rights to compensation beneath this Convention shall be extinguished unless an action is brought thereunder within three years from the date when the damage occurred. A list of States which will be parties to the 1992 CLC as from midnight on 15 May well 1998 is attached as Annex 1. A list of States which will be parties to the 1969 CLC as from midnight on 15 Might is attached as Annex 2. Once this certificate has been obtained it can be retained on board for use in the course of calls to any 1969 CLC states for the remainder of the policy year.
B. States parties to the 1969 CLC continue the established practice of issuing 1969 CLC certificates to ships flying the flag of non-party States and accept such certificates issued by … Read the rest >>>
These Suggestions were adopted at the 35th International Conference of the Comité Maritime International (CMI), held in Sydney on 2-eight October 1994. This section is only applicable to ships flying the flags of a State celebration to the 1969 CLC (see Annex two). Till 30 May 1996 only one Civil Liability Convention was in force: the 1969 CLC offering limits of liability on a sliding scale starting at SDR 133 per limitation ton up to a maximum of SDR 14 million (around USD 20.two million). Note: In 2008, the text of the Convention was accessible via the Australian Treaties Library on the AustLII World wide web site ().
The 1992 Civil Liability Convention (1992 CLC) governs the liability of shipowners for oil pollution damage. B. that, where legally feasible in accordance with their national law, States Parties to the 1969 CLC accept CLC certificates issued by State Parties to the 1992 CLC as proof that a ship has insurance cover as required by the 1969 CLC. Note: The limits of liability under the a variety of regimes are primarily based on specified units of account (Specific Drawing Proper – SDR). Size is not relevant nor is there any provision in the Convention, as there is in some other conventions, such as the LLMC Convention in its art. These Parties that have not ratified the 1992 regime are still regarded as Parties to CLC 1969.
A spill of oil from a ship can cause a economic loss for a variety of organisations and individuals. The International Convention on Civil Liability for Bunker Oil Pollution Harm (the Bunkers Convention) is adopted internationally. Compensation beneath the Fund Convention is offered by oil cargo receivers in Contracting States and every contribution depends on individual import quantities. Its key characteristics are the same as CLC 1969, but CLC 1992 differs in the amounts by which a shipowner may limit his liability. Panama has indicated that it would be ready to present 1969 CLC certificates for 1992 CLC flag ships. The Protocol of 1984 to amend the CLC was aimed at increasing limits of liability.
The civil liability regime for ship-supply oil pollution enables national victims of oil spill harm to make monetary claims against domestic and non-domestic tanker owners and, in specific situations, the international oil cargo market. The 1971 Fund Convention offered for the payment of supplementary compensation to those who could not acquire full compensation for oil pollution harm under the 1969 CLC. The Canadian Government’s claim for charges and expenses incurred is presented to, and paid by, the International Oil Pollution Compensation Fund. The consolidated text of CLC 1969, as modified by the 1992 Protocol, is referred to as the 1992 Civil Liability Convention.