Lai varētu lietot visas piedāvātās iespējas, piedāvājam BEZ MAKSAS ielādēt jaunāku pārlūkprogrammas versiju. The TGI judgment also goes far beyond the IMO civil liability regime in applying the French legal concept of compensable damage which includes not only material damage but also personal injury, moral harm and pure environmental damage. Traditionally, Clubs have provided blue cards addressed to a ship?s flag state, confirming an owner has in location insurance coverage to cover Civil Liability Convention liabilities.
In the event that there are not adequate funds readily available under the CLC 92 to settle all the claims resulting from a tanker spill, there is an extra layer of compensation for countries that are party to the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (Fund Convention). The present Convention is established in a single copy in the English and French languages, each texts becoming equally authentic. However, in no case shall an action be brought right after six years from the date of the incident which caused the harm.
This IMO Convention seeks to guarantee that adequate compensation is promptly offered to persons who are needed to clean up or who suffer harm as a outcome of spills of ships’ bunker oil, who would not otherwise be compensated beneath the 1992 CLC. In this way the largest importers of oil, which are commonly the more developed countries, shoulder the bulk of the burden of the oil spill damage compensation supplied by the Fund Convention.
Soon after the 2003 amendments to the Fund Convention entered into force the compensation ceilings have been increased to about € 1.000.0000. Subject to a number of specific exceptions, the Civil Liability Convention areas liability for pollution damage on the owner of the tanker from which the polluting oil escaped or was discharged (not necessarily the vessel at fault).
A 1969 CLC certificate (this might be substituted by a 1969 CLC blue card addressed to a 1969 flag state provided a shipowner is not calling a ports in a country in which there is in location national legislation which forbids the acceptance of a 1992 CLC certificate as proof of insurance in accordance with the 1969 Convention. Nevertheless, in no case shall an action be brought far more than six years from the date of the incident which caused the damage.