Abstract
The initial instrument, i.e. the 1978 Convention, prescribed for the first time minimum standards on training, certification and watchkeeping for seafarers in response to the need to have uniform rules at the international level in this field. The 1978 Convention sought to remedy the problem of divergent rules governing the matter at the international level. In actual fact, the original instrument prescribed minimum knowledge requirements for the issue of certificates “to the satisfaction of the Administration“, rather than precise standards of competence11.
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References
See G. P. Pamborides, International Shipping Law-Legislation and Enforcement, Kluwer Law International/Ant. N. Sakkoulas, Athens, 1999, 167.
On the tacit acceptance procedure (which is also referred to as the tacit amendment procedure), see inter alia http://www.imo.org/Conventions/mainframe.asp?topic_id=148#tacit (last visit 10 January 2007). Also see Lei Shi, Successful Use of the Tacit Acceptance Procedure to Effectuate Progress in International Maritime Law, 11 USF Mar. L. J. 299–332 (1998–99).
Certificates of proficiency and special certificates are issued to the seafarer to certify that he or she has met the required standard of competence in a specific duty. See STCW-95: A Guide for Seafarers, International Transport Workers’Federation (ITF) 2002, 18. Available at http://www.itfglobal.org/filed/seealsodocs/EN6/970/STCW2nd.pdf (last visit 10 January 2007).
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See Leslie Tomasello Weitz, The Nautical Fault Debate (The Hamburg Rules, the US COGSA 95, the STCW 95 and the ISM Code) 22 Tul. Mar. L. J. 581, (1998), Pamborides, supra note 11, 171, R. White, The Human Factor in Unseaworthiness Claims, 2 L.M.C.L.Q., 221–239 (1995) and Sperling, supra note 8.
See Sperling, supra note 8, 613 seq.
Thomas J. Schoenbaum, Admiralty and Maritime Law, Thomson/West, 2004, 289.
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See inter alia The Riverstone Meat Company Pty v. Lancashire Shipping Company Limited (The Muncaster Castle) [1961] 1 Lloyd’s Rep. 57; [1961] AC 807, HL.
See Sperling, supra note 8, 616.
Sea carriage is widely governed by the Hague, Hague-Visby or Hamburg Rules. The Hague Rules were agreed on in Brussels in 1924 but have since been revised and replaced. In 1968, amendments were made by the Visby Rules and in 1978 a completely new regime was decided, known as the Hamburg Rules. Most of the major trading nations have moved to the Hague-Visby Rules. Articles 3(1) and 4(1) of the Hague Rules require the carrier to exercise “due diligence” to provide a seaworthy ship. See inter alia Kindred and Brooks, supra note 42, 68
Pamborides, supra note 11, 173.
Id. Also see, Sperling, supra note 8, 617.
See Gotthard Mark Gauci, Limitation of Liability: Some Reflections on an Out-of-Date Privilege, Annuaire de Droit Maritime et Océanique, Tome XXIII, 55 (2005).
See Pamborides, supra 11, 174.
See Katie Smith Matison, Comparison of Shipowners’ Limitation of Liability Schemes, Lloyd’s Maritime Training Programme, http://lanepoweel.com/pdf/pubs/matisonk_002.pdf, 6 (last visit 27 March 2007).
See P. Griggs and R. Williams, Limitation of Liability for Maritime Claims, 4th ed., LLP, 2005.
See Matison, supra note 52, 7 and Christopher Hill, Maritime Law, 6th ed., LLP, 2003. Also see The Bowbelle [1990] 1 Lloyd’s Rep 532.
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(2008). The STCW Convention and related instruments. In: Maritime Work Law Fundamentals: Responsible Shipowners, Reliable Seafarers. Springer, Berlin, Heidelberg. https://doi.org/10.1007/978-3-540-72751-4_4
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