The Hong Kong High Court issued a Judgment on 13/1/2012 setting aside the arrest of a ship “JIMRISE” (the “Vessel”). [HCAJ 180/2011]
The Owner of the Vessel, Jimrise, brought the application to set aside the Vessel’s arrest. Jimrise contendsed that Cosmotrade had wrongly invoked the Admiralty Court’s in rem jurisdiction to arrest the Vessel. These proceedings arose out of a time charterparty (TC) dated 4/8/2009 between Cosmotrade and Jimei (a BVI company) in relation to the Vessel. In such situation, under High Court Ordinance (Cap.4) s.12B(4), an action in rem leading to the arrest of the Vessel may be commenced if the following conditions are met:-
Jimei (the person alleged by Cosmotrade to be liable for breach of the TC) was, at the time when Cosmotrade’s cause of action arose, the owner or charterer of, or in possession or in control of the Vessel; and,
Jimei was, at the time when the action was brought (here the time of arrest), the beneficial owner of all shares in the Vessel or the charterer of the Vessel under a demise charterparty.
On 23/12/2011 Cosmotrade had the Vessel arrested on the basis that:-
Jimei was the Vessel’s charterer at the time of Jimei’s alleged breach of the TC; and,
Jimei was, at the time of arrest, the demise charterer of the Vessel.
There was no dispute that Jimei met condition (1). Jimrise had exhibited a time charterparty dated 22/11/2008 between itself and Jimei running for between 36 and 38 months.
The question was whether Jimei met condition (2).
Jimrise was registered as Owner of the Vessel in the Panamanian Registry. Lloyds List Intelligence identified Jimei as the Vessel’s Commercial Operator. An insurance cover note dated 16/1/2009 and issued by The London Steam-ship Owners’ Mutual Insurance Association Ltd. referred to Jimrise as “Member” and Jimei as a “Co-Assured”. COSCO Shanghai Ship Management was mentioned in the cover note as another “Co‑Assured”. A Continuous Synopsis Record issued by the Government of Panama indicated that the Vessel was not subject to a demise (bareboat) charterparty as at 17/7/2009.
The TC was to run for between 4 and 6 months. In the TC, Jimei was described in line 2 as “Owners of the good M/V Jimrise”. But TC clause 63 identified Jimrise as “ORIGINAL OWNERS” and Jimei was described with the expression “OWNS/MANAGERS/FULL STYLE”. On 30/10/2009 Cosmotrade signed a Letter of Indemnity (LOI) in favour of Jimrise (described as “The Owners of the MV JIMRISE”). This first LOI agreed to indemnify Jimrise against the release of cargo carried on board the Vessel without production of a bill of lading. On 18/1/2010 Cosmotrade signed another LOI in favour of Jimrise. This second LOI also requested the release of cargo carried on board the Vessel without production of a bill of lading. Jimrise was similarly described in the 2nd LOI as the Vessel’s Owners.
On 26/1/2010 Jimei, Cosmotrade and Jaldhi (acting by their solicitors (respectively, Rodgers & Co, Ross & Co, and Swinnerton Moore)) entered into an Escrow Agreement to resolve disputes among them by arbitration. Jaldhi sub-sub-chartered the Vessel from Cosmotrade. In the Escrow Agreement Jimei is defined as “the Owners,” Cosmotrade as “the Charterers,” and Jaldhi as “the Sub-Charterers”.
On 1/1/2011 Jimrise entered into a Crewing and Vessel Management Agreement with TOSCO Keymax International Ship Management. This was said by Jimrise to evidence its continuing control over the Vessel.
By fax dated 11/3/2011 Rodgers & Co (acting for Jimei) initiated the arbitration in relation to the TC. On 8/6/2011 Jackson Parton (acting for Cosmotrade) sent an email asking Rodgers & Co to state whether Jimei or Jimrise was the Owner of the Vessel. Jackson Parton pointed out the contradictory statements in the TC. On 9/6/2011 Rodgers & Co replied:-
Finally, with regard to Owners’ identity, we attach a copy of the Clean Fixture Recap which we trust clarifies your query. As you can see, Owners are Jimei …, PRC. They are the party that commenced arbitration against your clients and the party to the Escrow Agreement. If you look through your files (although we appreciate the volume given the extensive exchanges at the time!) there were discussions prior to signing the escrow agreement in this regard and we clarified at the time that the Owners are Jimei. This would suggest that you have not even read the files and stalling for time. However, our clients’ patience is at an [e]nd.
On 22/7/2011 Cosmotrade by its solicitors Jackson Parton issued claim submissions in the arbitration. The submissions defined Jimei as “Owner”. The arbitration dispute related to the time of re-delivery of the Vessel. Cosmotrade claimed that it re-delivered the Vessel earlier than Jimei contended. Cosmotrade refused to pay the hire that Jimei was demanding and instead argued that Jimei owed it money. HFW act as Jimei’s London solicitors for the arbitration and Jimrise’s solicitors in the proceedings in question.
On 22/9/2011 Infospectrum submitted a report to Jackson Parton on Jimrise. The report noted that Jimei was a BVI company. The report stated:-
We then got one of our ethnic Chinese staff to telephone Jimei … today, 22 September 2011, in order to get more information from the company. He was told by the latter’s chartering manager that anyone wanting to charter the four ships will have Jimei … , not the ship’s registered owners, as their counter party. This was partly confirmed by a shipping company which told us that it has mv Jimrise on time charter from mid-June 2011 to mid-August 2011. The shipping company told us that it had chartered the ship from Jimei …
On 26/12/2011, following the Vessel’s arrest, HFW provided Cosmotrade’s solicitors HG with the Continuous Synopsis Record and with Jimei’s certificate of incorporation. Shortly thereafter HFW provided HG with a draft copy of the November 2008 time charterparty between Jimrise and Jimei. HFW exhibited a final copy of the November 2008 charterparty in an affidavit dated 30/12/2011. The final charterparty copy differed in some respects from the draft copy. For instance, the daily rate of hire in the final copy was US$7,500, in contrast to US$9,000 in the draft version. The draft copy directed that hire be remitted to the specified bank account of Jimrise as beneficiary. The final version merely stated that hire was “payable to Owners’ nominate bank account”. HFW’s affidavit of 30/12/2011 explained why the final copy differed from the draft.
The evidence consistently pointed to Jimrise being the Vessel’s Owner and Jimei being only the Vessel’s Commercial Operator. Further, there was no evidence that at the time of arrest the Vessel was under a demise charterparty to Jimei. Cosmotrade inferred that Jimei was a demise charterer from the fact that Jimei was named as Co-Assured in the cover note. Reliance was also placed on the Escrow Agreement’s description of Jimei as Owner and in the fact that emails from the Vessel’s Master were routinely copied to Jimei. The Judge did not find such evidence to be compelling.
After arresting the Vessel, Jackson Parton obtained an opinion from London P & I brokers on the significance of Jimei being named as Co-Assured. The brokers pointed out that there was separate insurance available for time charterers. Jimei (the brokers speculated) might not have arranged that latter type of insurance “because, as operators, they may not have undertaken any genuine liabilities under the time charter for it may not have been entered into at arm’s length”. Consequently, the brokers suggested that Jimei’s insurance “is more akin to that of an Owner (be it as the actual owner, demise or barboat charterer) than that of a time-charter”. But it seemed to the Judge that the most likely (and natural) explanation was that Jimei was named as Co-Assured because (rightly or wrongly) it believed that as Commercial Operator or time charterer of the Vessel it had an insurable interest akin to that of an Owner. A COSCO entity, presumably (from its name) a manager of the Vessel, was also named as Co-Assured, even though there was no suggestion that such company was a demise charterer or Owner of the Vessel.
Cosmotrade submitted that the signing of the Escrow Agreement estopped Jimrise from asserting that it owned the Vessel or denying that the Vessel was let by demise to Jimei. But the Judge was unable to treat the Escrow Agreement as any such representation by Jimrise. This was because Jimrise was not a party to that document. If by the Escrow Agreement (and later by the statements of Rodgers & Co) Jimei held out that it was the Vessel’s Owner, such representation could not estop Jimrise. Obviously, if Jimei could not be treated as Jimrise’s agent, there would be no reason to regard Jimei’s representation as binding on Jimrise. Assume that Jimei might be treated as Jimrise’s agent. That would still not help. A representation by an agent as to the scope of its authority (here to act as owner of the Vessel) could not without more bind a principal. It was only if Jimrise could somehow be linked to statements as to Jimei’s ownership, made in the Escrow Agreement and made by Rodgers & Co, that Jimrise would be estopped from asserting that Jimrise was the true Owner. There was no hint of a link. The best Cosmotrade could do was to observe that Jimei and Jimrise were related companies and point to HFW acting for Jimei in London and Jimrise in Hong Kong. But the Judge did not think that those circumstances alone could support a conclusion that Jimrise expressly authorised Jimei to hold Jimei out as Owner or demise charterer of the Vessel.
Jimei being Commercial Operator of the Vessel, it was hardly surprising that the Master would copy email or other correspondence concerning the Vessel to Jimei.
Cosmotrade submitted that the Judge should not summarily decide on the Vessel’s actual beneficial ownership. Cosmotrade made much of the discrepancies between the draft and final versions of the charterparty between Jimrise and Jimei. Cosmotrade suggested that that charterparty was a mere fiction and the Court should await discovery of documents evidencing actual payment of hire under that charterparty. For example, one should see (Cosmotrade argued) whether Jimei actually paid hire to Jimrise pursuant to that charterparty. But the Judge did not see how that was going to help. Assume no hire was paid by Jimei to Jimrise. That fact alone would not have the logical implication that Jimei (as opposed to Jimrise) was the Owner or Jimei was a demise (as opposed to time) charterer of the Vessel.
On the balance of probability, Cosmotrade had failed to make out a case that condition (2) had been met. The Judge should therefore set aside the arrest and release the Vessel.
Jimrise asked that the Judge order an inquiry in respect of damages (if any) arising from the wrongful arrest of the Vessel.
However, damages are only granted where there is evidence of malicious negligence in relation to an arrest.
Jimrise suggested that there had been material non-disclosure. The Judge did not think so. In the Judge’s view, the initial evidence was just about sufficient to justify an arrest on the basis of an inference that Jimei was a demise (not time) charterer.
While the Judge accepted that soon after the arrest HFW provided information clarifying the relationship between Jimrise and Jimei, the Judge was not persuaded that Cosmotrade had shown any degree of malicious negligence to justify an inquiry into damages. There was confusion whether or not Jimei was the Owner of the Vessel at the time of arrest. That confusion was compounded by statements in the Escrow Agreement and by Rodgers & Co in correspondence with Jackson Parton. In light of such statements, Cosmotrade could not be said to have acted in a grossly negligent or malicious manner by not taking HFW’s materials at face value, by investigating the matter further, or by arguing the point before the Judge in the Court on 13/1/2012. The Judge did not think that anyone could fairly describe the conduct of Cosmotrade as cavalier or in bad faith. The Judge refused to order an inquiry into damages.
There was no in rem jurisdiction to arrest the Vessel. The arrest was set aside.
Please feel free to contact us if you have any questions or you would like to have a copy of the Judgment.
23/F, Excel Centre, 483A Castle Peak Road, Lai Chi Kok, Kowloon, Hong Kong 香港九龍荔枝角青山道483A卓匯中心23樓 Tel: 2299 5566 Fax: 2866 7096 E-mail: gm@smicsl.com Website: www.sun-mobility.com A MEMBER OF THE HONG KONG CONFEDERATION OF INSURANCE BROKERS 香港保險顧問聯會會員
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As reported in our Chans advice/170 dated 27/2/2015, the English High Court on 14/10/2014 held CSAV’s bill of lading’s English jurisdiction clause as an exclusive jurisdiction clause. On 23/4/2015, the English Court of Appeal issued its Judgment reaching the same conclusion. [Neutral Citation No: 2015 EWCA Civ 401, Case No: A3/2014/3584]
The Hong Kong District Court issued a Judgment on 28/4/2014 dismissing a seller’s cargo misdelivery claim of US$122,302.80 against a freight forwarder and holding the seller liable to pay the outstanding freight charges of US$28,855 to the forwarder. [DCCJ 344/2010]
The VGM laws have come into operation in Hong Kong since 1/7/2016. They are mainly contained in Section 3 and Section 3A of the Merchant Shipping (Safety) (Carriage of Cargoes and Oil Fuel) Regulation (Chapter 369AV) as follows:
While the MOL Comfort incident was a disaster widely talked about among forwarders, all who suffered loss without exception will try whatever means to recover their losses down the line wherever the legal regimes permit.
The Hong Kong High Court issued a Judgment on 22/11/2013 concerning an unless order in relation to a freight forwarder’s claims for outstanding freight charges of HK$4,427,336. [HCA 1755/2011]
The High Court of Hong Kong issued a Judgment on 22/5/2017 holding that the District Court has jurisdiction to determine bill of lading and bailment cases. [HCAJ 150/2014]
In this issue, we would like to continue with the case (CSAV v Hin-Pro) mentioned in our monthly newsletter of Chans advice/169 two months ago. The Hong Kong Court of Appeal issued its Judgment on 11/3/2015 discharging the Mareva Injunctions and the receivership orders granted by DHCJ Saunders against Hin-Pro and Soar. [CACV 243/2014]
The Hong Kong Court of Appeal’s Judgment dated 11/4/2008 explained some legal principles relating to whether indemnity claims are allowed by in rem legal actions against vessels. [CACV 257/2007]
We have received some enquiries from our forwarder clients about the FCR e.g. what is FCR? How many types of FCR are there? What are the uses of FCR? We would like to discuss these in this issue.
The PRC Supreme Court on 26/11/2015 issued a Judgment holding a shipping company’s container demurrage claim against a shipper time barred. [2015民提字第119號]
The High Court of Hong Kong issued a summary Judgment on 28/9/2012 holding a forwarder liable for US$626,389 plus costs and interest for misdelivery of cargoes without production of the original bills of lading. [HCCL 20/2011 & HCCL 21/2011]
According to the Hague-Visby Rules, the carrier shall be discharged of all liability in respect of the cargoes unless suit is brought within one year of their delivery or the date when they should have been delivered. The English High Court issued a Judgment on 22nd July 2025 explaining the meaning of “suit”. [2025 EWHC 1878 (Comm)]
The Hong Kong High Court issued a Judgment on 25/8/2017 to determine whether the Hong Kong Court or the Yangon Court was the natural and appropriate forum in an in rem legal proceedings in relation to a cargo damage claim of USD143,852.02. [HCAJ 101/2015]
The Hong Kong High Court issued a Judgment on 5/8/2015 holding that a shipment of formula milk powder without the legally required export licence should not be forfeited. [HCMA171/2015]
We reported in our Chans advice/252 that the Hong Kong High Court held Hyundai Hong Kong’s ex-Deputy General Manager (Mr Ma) liable to compensate HK$387,655,303.70 to Hyundai Hong Kong in the case of his theft of his employer’s money. On 23 December 2022, the Hong Kong High Court issued a decision ordering a sum of HK$500,000 (which was deposited by Mr Ma as bail money) to be released to Hyundai Hong Kong in partial satisfaction of Mr Ma’s judgment debt. [HCA 619/2016] [2022 HKCFI 3798]
To continue our recent series of loss prevention articles, we would like to discuss in this issue the major provisions of the PRC Maritime Code as far as the international carriage of goods by sea is concerned.
The Hong Kong High Court issued a Judgment on 21/7/2014 discharging a Mareva injunction in relation to a cargo misdelivery claim of about US$12 million. [HCA 2368/2012]
The Hong Kong High Court issued a Decision on 25 February 2019 dealing with Changhong Group’s delayed application for leave to appeal in relation to the collision case reported in our Chans advice/218 and Chans advice/215. [HCAJ3/2018, 2019HKCFI542]
The amendment to the International Convention for the Safety of Life at Sea (SOLAS) 1974 Chapter VI, Regulation 2 in respect of the verified gross mass of a container carrying cargo (laden container) is for entry into force globally on 1 July 2016.
We recently have received a lot of uncollected cargo claim cases from our forwarder clients, which have kept our 6 claim handlers very busy. We would like to take this opportunity to talk about this troublesome problem of uncollected cargoes. Actually, the forwarders have been facing this real headache in at least these two decades.
The Court of Appeal of Hong Kong issued a judgment on 28 March 2019 dealing with a matter concerning the sale pendente lite of an oil tanker Brightoil Glory. [CAMP49/2019][2019HKCA395]
The Hong Kong High Court issued a Decision on 4 March 2020 dismissing a shipowner’s application for a stay of proceedings in favour of arbitration in a case of cargo misdelivery without presentation of original bill of lading. [HCAJ 5/2019] [2020 HKCFI 375]
The Hong Kong High Court issued a judgment on 12/4/2016 to dismiss a cargo owner’s action in respect of breaking a barge owner’s tonnage limitation. [HCAJ 178/2014]
In Chans advice/191 and Chans advice/206, we reported a case relating to a shipping company’s claim against its former deputy general manager (Mr Ma) over the alleged theft of the company’s money. The Hong Kong High Court on 16 December 2020 sentenced Mr Ma to 15 years’ imprisonment. [HCCC 20/2018] [2021 HKCFI 195]
On 5/8/2011, the District Court of Hong Kong dismissed a shipping company’s container claims against a forwarder for want of prosecution and abuse of process. [DCCJ 765/2005]
The English High Court issued a Judgment on 15/5/2015 maintaining an anti-suit injunction to restrain the Xiamen Maritime Court’s legal proceedings in breach of a London arbitration agreement. [Case No: 2015-515], [2015 WL 2238741], [2015 EWHC 1974 COMM]
The limit of liability for international carriage of cargoes by air under the Montreal Convention has been revised from 19 SDR/Kg to 22 SDR/Kg of the gross weight of the cargoes effective from 28 December 2019. We have received many enquiries from freight forwarders about changing their house Air Waybills’ terms to cope with the new limit of liability. We would like to take this opportunity to discuss some essential terms in house Air Waybills.
The High Court of Hong Kong issued a Judgment on 21/7/2014, in which some legal principles relating to the in rem jurisdiction of the Court to arrest vessels were explained. [HCAJ 241/2009]
In our last issue of Chans advice/253, the Hong Kong District Court’s judgment dated 26 April 2022 mentioned a case authority of China Ocean v Mitrans Shipping. We would like to discuss this judgment dated 11 July 1995 of the Hong Kong Court of Appeal in our Chans advice this month. [1995 No. 71 Civil]
Are Standard Trading Conditions (“STC”) equivalent to the House Bill of Lading (“HB/L”) terms or the House Air Waybill (“HAWB”) terms? We have been frequently asked this question by our forwarder clients.
The English Court of Appeal issued a Judgment on 13/12/2017 dealing with a cargo damage claim of EUR2,654,238 and a charter hire claim of USD1,012,740 in connection with a NYPE charterparty. [2017 EWCA Civ 2107] [2017 WL 06343564] [Case No. A3/2016/4770]
The Montreal Convention is an international treaty agreed by 140 states in respect of governing carriers’ liability for injury or death of passengers, damage to or loss of baggage and cargo and losses caused by delays. Hong Kong has adopted it through the Carriage by Air Ordinance (Cap 500).
The Hong Kong Court of Appeal issued a Judgment on 17/7/2014 holding a Hong Kong forwarder liable to pay US$852,339 plus costs and interest (as damages for conversion) to an Indian bank in an air cargo misdelivery case. [CACV 282/2012]
The Hong Kong High Court issued a Decision on 19 March 2018 dealing with some legal principles in relation to granting relief against unless orders in a ship collision case. [HCAJ 84/2017] [2018 HKCFI 609]
The Hong Kong Court of Final Appeal (“the CFA”) issued a Judgment on 10/9/2014 dismissing a cargo owner’s (“the Assured”) cargo insurance claim of US$1,555,209.00 against an insurance company (“the Insurer”) on the ground that the Assured had breached an insurance warranty relating to the carrying vessel’s deadweight capacity. [FACV No. 18 of 2013]
The Hong Kong Court of Appeal issued a Judgment [CACV144/2017] [2018HKCA299] on 29/6/2018 upholding the High Court’s Judgment dated 2/6/2017 (which was reported in our Chans advice/201).
The Hong Kong High Court issued a Decision on 20/12/2017 dealing with a dispute of US$948,802.05 (as the price of bunkers supplied to a vessel) between a vessel charterer and a bunker supplier. [HCA2265/2016]
The High Court of Hong Kong issued a Decision on 31/8/2018 concerning a feeder company’s claim against a shipping company’s lawyer for wasted costs. [HCA1919/2016] [2018HKCFI1879]
The Hong Kong High Court issued a Decision on 15 March 2021 converting a domestic Mareva injunction into a worldwide Mareva injunction in a shipowner’s freight and demurrage claim against a charterer. [HCMP 1190/2020] [2021 HKCFI 680]
The Hong Kong High Court on 13/8/2013 held a shipper liable to a shipping company for paying demurrage of US$1,645,286.74 plus interest and costs. [HCAJ 166/2011]
The Hong Kong Court of Appeal issued a Judgment on 9/7/2015 in relation to the High Court Judgment dated 21/7/2014 (reported in our Chans advice/167 dated 28/11/2014). [HCMP 2315/2014]
The High Court of Hong Kong issued a Decision on 15 November 2018 concerning the tragic collision between the cargo vessel CF Crystal and the tanker Sanchi, which happened on 6 January 2018 and led to the death of all the officers and crew of the Sanchi. [HCAJ3/2018] [2018HKCFI2474]
The Hong Kong High Court issued a Decision on 29 January 2019 dismissing Changhong Group’s application for stay of the legal proceedings against it brought by the consignee and the insurer of the cargo on board the Sanchi. [HCAJ6/2018, 2019HKCFI263]
We mentioned in our Chans advice/225 that the limit of liability under the Montreal Convention for carriage of cargoes was increased from 19 SDR/kg to 22 SDR/kg of the gross weight of the cargoes effective on 28 December 2019. We have recently received some forwarders’ request asking us to talk about the major terms in the Montreal Convention. We in this issue would like to introduce the Montreal Convention’s major provisions as follows:
The Hong Kong High Court issued a ruling on 2/12/2016 dealing with a shipowner’s interrogatory application in relation to an uncollected cargo case. [HCAJ 118/2015]
The Hong Kong High Court issued a judgment on 21/4/2016 and disallowed a cargo owner’s application for summary judgment against a forwarder in connection with a cargo (a diamond) missing claim of US$900,000. [HCCL 10/2015]
In Chans advice/14 dated 28/2/2002, we discussed this topic 15 years ago. In its Judgment dated 16/10/2017, the District Court of New South Wales in Australia had to deal with, inter alia, a malpractice that a forwarder issued its own house B/Ls but signed off with as agent for China Ocean Shipping, Pacific International Lines, Mitsui O.S.K. Lines Limited or Orient Overseas Container Line without authority. [2017 NSWDC 279]
The Hong Kong High Court issued a Judgment on 9/4/2018 dealing with a cargo total loss case in which a NVOC in Malta was wrongly sued (because it had the same name as that of the correct NVOC in BVI). [HCAJ 65/2016], [2018 HKCFI 699]
Remember our Chans advice/163 about the English High Court’s Judgment holding the Hague Visby Rules instead of the Hague Rules to apply to the cargo damage claim case in excess of US$3.6 million? The English Court of Appeal issued a Judgment on 24/2/2016 upholding the High Court’s conclusion but with different reasons. [Case No: A3/2014/1285, 2016 EWCA Civ 101, 2016 WL 00692394]
The Hong Kong High Court issued a Decision on 22 Feb 2021 holding that the wreck removal claims of a ship sunk were not subject to the Convention on Limitation of Liability for Maritime Claims 1976. [HCAJ 98/2019] [2021 HKCFI 396]
The Hong Kong Court of Appeal issued a Judgment on 4 October 2019 upholding the High Court’s Decision dated 9 April 2018 (reported in our Chans advice/208). [CACV593/2018][2019HKCA1101]
The High Court of Hong Kong issued a Judgment on 1/11/2012 ordering the USA/Canada owners of a cargo (a yacht) to put up HK$250,000 as further security for costs in their legal action against the ship owners. [HCAJ 177/2009]
In our Chans advice/244, we reported the Hong Kong High Court case [HCA937/2016] [2021 HKCFI 2310] that the forwarder was held liable to pay nominal damages of HKD1,000 to the shipper in the cargo misdelivery claim of USD1,299,189.87. On 20 October 2021, the Hong Kong High Court issued a Decision on Costs holding the shipper liable to pay the costs of the forwarder. [2021 HKCFI 3021]
The Hong Kong High Court issued a Judgment on 29/4/2013 relating to a discovery order ancillary to and in support of a Mareva injunction. [HCA 2124/2011]
The High Court of Hong Kong issued a Decision on 21/9/2017 dealing with the principles in respect of the real risk of dissipation of assets in a case of Mareva Injunction involving a shipowner and a charterer. [HCMP 1010/2017]
The Hong Kong High Court issued a decision on 11/9/2013 concerning a shipowner’s application to extend the validity of a writ of summons against a Taiwan hull and machinery insurer. [HCAJ 95/2012]
On 12/4/2017, the Hong Kong High Court dismissed an application made by a cargo owner for stay of proceedings commenced by two forwarders in relation to an uncollected cargo case. [HCA 1927/2016]
The Hong Kong High Court issued a Decision on 9/5/2017 allowing a time extension for some cargo interests to claim against the Tonnage Limitation Fund constituted by the owner of one of the two vessels involved in a collision that happened on 7/11/2013. [HCAJ 189/2013]
The Hong Kong District Court issued a Decision on 30 April 2021 dealing with a personal injury case in relation to a container terminal. [DCPI 110/2020] [2021 HKDC 463]
