Information about Admiralty Law
Admiralty law (also referred to as maritime law) is a distinct body of law which governs maritime questions and offenses. It is a body of private international law governing the relationships between private entities which operate vessels on the oceans. It is distinguished from the Law of the Sea, which is a body of public international law dealing with navigational rights, mineral rights, jurisdiction over coastal waters and international law governing relationships between nations.
Admiralty law was introduced into England by Eleanor of Aquitaine while she was acting as regent for her son, King Richard the Lionheart. She had earlier established admiralty law on the island of Oleron (where it was published as the Rolls of Oleron) in her own lands (although she is often referred to in admiralty law books as "Eleanor of Guyenne"), having learned about it in the eastern Mediterranean while on Crusade with her first husband, King Louis VII of France. In England, special admiralty courts handle all admiralty cases. These courts do not use the common law of England, but are civil law courts based upon the Corpus Juris Civilis of Justinian.
Admiralty Courts were a prominent feature in causing the American Revolution. For example, the phrase in the Declaration of Independence “For depriving us in many cases, of the benefits of Trial by Jury” refers to the practice of Parliament giving the Admiralty Courts jurisdiction to enforce The Stamp Act in the American Colonies. See the Stamp Act, March 22, 1765, D. Pickering, Statutes at Large, Vol. XXVI, p. 179 ff. (Clause LVII relates to jurisdiction in admiralty). Because the Stamp Act was unpopular, a colonial jury was unlikely to convict a colonist of its violation. Since Admiralty Courts do not grant trial by jury, a colonist accused of violating the Stamp Act could be tried before a judge of the Admiralty Courts without a jury.
Admiralty law became part of the law of the United States as it was gradually introduced through admiralty cases arising after the adoption of the U.S. Constitution in 1789. Many American lawyers who were prominent in the American Revolution were admiralty and maritime lawyers in their private lives. Those included are Alexander Hamilton in New York and John Adams in Massachusetts.
In 1787 Thomas Jefferson, who was then ambassador to France, wrote to James Madison proposing that the U.S. Constitution, then under consideration by the States, be amended to include "trial by jury in all matters of fact triable by the laws of the land [as opposed the law of admiralty] and not by the laws of Nations [i.e. not by the law of admiralty]." The result was the Seventh Amendment to the U.S. Constitution.
The IMO has prepared numerous international conventions concerning maritime safety including the Safety of Life at Sea Convention (SOLAS), the Standards for Training, Certification, and Watchkeeping (STCW), the Collision Regulations (COLREGS), Martime Pollution Regulations (MARPOL), International Aeronautical and Maritime Search and Rescue Convention (IAMSAR) and others. The United Nations Convention on the Law of the Sea (UNCLOS) defined a treaty regarding protection of the marine environment and various maritime boundaries.
Once adopted, the international conventions are enforced by the individual nations which are signatories, either through their local Coast Guards, or through their courts.
The federal and state courts have concurrent jurisdiction over most admiralty and maritime claims pursuant to the terms of a federal statute known as the "Saving to Suitors" clause; see 28 U.S.C. 1333. Under the Saving to Suitors clause, certain remedies are exclusively limited to being filed in the federal courts. Those include suits seeking to arrest ships to enforce maritime mortgages and liens, petitions to limit a shipowner's liability to the value of a ship after a major accident, and actions seeking to partition ownership of a ship. However, the vast majority of maritime actions, such as suits for damage to cargo, injuries to seamen, collisions between vessels, wake damage, and maritime pollution cases may be brought in either state court or federal court.
In federal courts in the United States, there is generally no right to trial by jury in admiralty cases. Congress has created an exception in seamen's personal injury actions brought under the Jones Act where a jury trial is permitted. In state courts, the right to trial by jury is determined by the law of the state where the case is brought. Consequently, admiralty cases brought in state courts can be tried before a jury.
Here are some basic principles of maritime law in the United States:
After the Titanic sank, the only portion of the ship remaining were the 14 life boats, which had a collective value of about $3000, and the "pending freight" bringing the total to about $91,000. The cost of a first-class, parlor suite, ticket was over $4,350. The owners of the Titanic were successful in showing that the sinking occurred without their privity and knowledge, and therefore, the families of the deceased passengers, as well as the surviving passengers who lost their personal belongings, were entitled to split the $91,000 value of the remaining lifeboats and pending freight.
In the era of modern communications, continued need for the Limitation Act is questionable. The theory behind the Act was that a shipowner who properly equipped and crewed a ship shouldn't be liable for something that happens when the ship is out of his control. Modern ships are seldom out of the control of their shoreside owners, but the Act remains a viable protection to them.
The Limitation Act doesn't just apply to large ships. It can be used to insulate a motorboat owner from liability when he loans his boat to another who then has an accident. Even jet ski owners have been able to successfully utilize the Limitation Act to insulate themselves from liability.
The statute of limitations on cargo claims is one year.
Not every worker injured onboard a vessel is a "seaman" entitled to Jones Act, unseaworthiness, and maintenance and cure. To be a seaman a worker must generally work 30% or more of his time onboard a specific vessel or a fleet of vessels "under common ownership or control." With few exceptions, all non-seamen workers injured over navigable waters are covered instead by the Longshore Act, 33 U.S.C. 901 et seq., a powerful form of workers' compensation.
The obligation of "maintenance" requires the shipowner to provide a seaman with his basic living expenses while he is convalescing. Once a seaman is able to work, he is expected to maintain himself. Consequently, a seaman can lose his right to maintenance, while the obligation to provide cure is ongoing.
Banks which loan money to purchase ships, vendors who supply ships with necessaries like fuel and stores, seamen who are due wages, and many others have a lien against the ship to guarantee payment. To enforce the lien, the ship must be arrested or seized. This is one of those remedies which must be brought in federal court and cannot be done in state court.
When property is lost at sea and rescued by another, the rescuer is entitled to claim a salvage award on the salved property. There is no "life salvage." All mariners have a duty to save the lives of others in peril without expectation of reward. Consequently salvage law applies only to the saving of property.
There are two types of salvage: contract salvage and pure salvage, which is sometimes referred to as "merit salvage." In contract salvage the owner of the property and salvor enter into a salvage contract prior to the commencement of salvage operations and the amount that the salvor is paid is determined by the contract. The most common salvage contract is called a "Lloyds Open Form Salvage Contract."
In pure salvage, there is no contract between the owner of the goods and the salvor. The relationship is one which is implied by law. The salvor of property under pure salvage must bring his claim for salvage in federal court, which will award salvage based upon the "merit" of the service and the value of the salvaged property.
Pure salvage claims are divided into "high-order" and "low-order" salvage. In high-order salvage, the salvor exposes himself and his crew to the risk of injury and loss or damage to his equipment in order to salvage the damaged ship. Examples of high-order salvage are boarding a sinking ship in heavy weather, boarding a ship which is on fire, raising a ship or boat which has already sunk, or towing a ship which is in the surf away from the shore. Low-order salvage occurs where the salvor is exposed to little or no personal risk. Examples of low-order salvage include towing another vessel in calm seas, supplying a vessel with fuel, or pulling a vessel off a sand bar. Salvors performing high order salvage receive substantially greater salvage award than those performing low order salvage.
In both high- and low-order salvage the amount of the salvage award is based first upon the value of the property saved. If nothing is saved, or if additional damages is done, there will be no award. The other factors to be considered are the skills of the salvor, the peril to which the salvaged property was exposed, the value of the property which was risked in effecting the salvage, the amount of time and money expended in the salvage operation etc.
A pure or merit salvage award will seldom exceed 50 percent of the value of the property salved. The exception to that rule is in the case of treasure salvage. Because sunken treasure has generally been lost for hundreds of years, while the original owner (or insurer, if the vessel was insured) continues to have an interest in it, the salvor or finder will generally get the majority of the value of the property. While sunken ships from the Spanish Main (such as Nuestra Señora de Atocha in the Florida Keys) are the most commonly thought of type of treasure salvage, other types of ships including German submarines from World War II which can hold valuable historical artifacts, American Civil War ships (the USS Maple Leaf in the St. Johns River, and the USS Monitor in Chesapeake Bay), and sunken merchant ships (the SS Central America off Cape Hatteras) have all been the subject of treasure salvage awards. Due to refinements in side-scanning sonars, many ships which were previously missing are now being located and treasure salvage is now a less risky endeavor than it was in the past, although it is still highly speculative.
Admiralty Courts assume jurisdiction by virtue of the presence of the vessel in its territorial jurisdiction irrespective of whether the vessel is national or not and whether registered or not and wherever the residence or domicile or their owners may be. A vessel is usually arrested by the court to retain jurisdiction. State owned vessels are usually immune from arrest.
The first of its kind in the United States, Tulane Law School's Maritime Law Center pulls resources from nearby law firms in New Orleans and maritime scholars from around the world to anchor a preeminent admiralty and maritime law program at the school.
What follows is the suggested list of overseas universities offering postgraduate maritime courses:
Singapore
1. National University of Singapore LLM(Maritime Law) Graduate Diploma in Maritime Law and Arbitration International Maritime Organization
2. World Maritime University • Master of Science in Maritime Affairs
Norway
3. University of Oslo (Scandinavian Institute of Maritime Law) • LLM in Maritime Law
The Netherlands
4. Erasmus University Rotterdam • Master of Science in Maritime Economics and Logistics
United Kingdom
5. University of Southampton (Institute of Maritime Law) • LLM in Maritime Law
6. Cardiff University Master of Science in Marine Policy LLM in Legal Aspects of Marine Affairs
7. City University • MSc in Shipping Trade & Finance
8. University of Glasgow MSc in Marine Technology MSc in Marine Engineering MEng in Naval Architecture and Marine Engineering/Ocean Engineering/Small Craft Engineering
9. University of Newcastle upon Tyne MSc in Marine Engineering MSc in Marine Technology MSc in Marine Electrical Power Technology MSc in Naval Architecture
10. University of Plymouth • MSc in Port Management
11. The University of Strathclyde MSc in Marine Engineering MSc in Marine Technology MEng in Advanced Marine Design MEng in Naval Architecture and Marine Engineering/Ocean Engineering/Small Craft Engineering
12. University of Wales Swansea (Institute of International Shipping and Trade Law) • LLM in Commercial and Maritime Law
13. University of Greenwich (Greenwich Maritime Institute) • Master of Arts in Maritime Policy
United States
14. Tulane Law School • LLM in Admiralty
Canada
15. Dalhousie Law School • LLM in Marine and Environmental Law
Civil law or Continental law or Romano-Germanic law is the predominant system of law in the world. Civil law as a legal system is often compared with common law.
..... Click the link for more information.
Background
Sea-borne transport being one of the most ancient channels of commerce, rules for resolution of disputes involving maritime trade developed very early in recorded history. Classical sources of this law include the Rhodian law (of which no primary written specimen has survived, but which is alluded to in other legal texts: Roman and Byzantine legal codes) and later the customs of the Hanseatic League.Admiralty law was introduced into England by Eleanor of Aquitaine while she was acting as regent for her son, King Richard the Lionheart. She had earlier established admiralty law on the island of Oleron (where it was published as the Rolls of Oleron) in her own lands (although she is often referred to in admiralty law books as "Eleanor of Guyenne"), having learned about it in the eastern Mediterranean while on Crusade with her first husband, King Louis VII of France. In England, special admiralty courts handle all admiralty cases. These courts do not use the common law of England, but are civil law courts based upon the Corpus Juris Civilis of Justinian.
Admiralty Courts were a prominent feature in causing the American Revolution. For example, the phrase in the Declaration of Independence “For depriving us in many cases, of the benefits of Trial by Jury” refers to the practice of Parliament giving the Admiralty Courts jurisdiction to enforce The Stamp Act in the American Colonies. See the Stamp Act, March 22, 1765, D. Pickering, Statutes at Large, Vol. XXVI, p. 179 ff. (Clause LVII relates to jurisdiction in admiralty). Because the Stamp Act was unpopular, a colonial jury was unlikely to convict a colonist of its violation. Since Admiralty Courts do not grant trial by jury, a colonist accused of violating the Stamp Act could be tried before a judge of the Admiralty Courts without a jury.
Admiralty law became part of the law of the United States as it was gradually introduced through admiralty cases arising after the adoption of the U.S. Constitution in 1789. Many American lawyers who were prominent in the American Revolution were admiralty and maritime lawyers in their private lives. Those included are Alexander Hamilton in New York and John Adams in Massachusetts.
In 1787 Thomas Jefferson, who was then ambassador to France, wrote to James Madison proposing that the U.S. Constitution, then under consideration by the States, be amended to include "trial by jury in all matters of fact triable by the laws of the land [as opposed the law of admiralty] and not by the laws of Nations [i.e. not by the law of admiralty]." The result was the Seventh Amendment to the U.S. Constitution.
International conventions
Prior to the mid-1970s, most international conventions concerning maritime trade and commerce originated in a private organization of maritime lawyers known as the Comite Maritime International (International Maritime Committee or CMI). Founded in 1897, the CMI was responsible for the drafting of numerous international conventions including the Hague Rules (International Convention on Bills of Lading), the Visby Amendments (amending the Hague Rules), the Salvage Convention and many others. While the CMI continues to function in an advisory capacity, many of its functions have been taken over by the International Maritime Organization, which was established by the United Nations in 1958 but did not become truly effective until about 1974.The IMO has prepared numerous international conventions concerning maritime safety including the Safety of Life at Sea Convention (SOLAS), the Standards for Training, Certification, and Watchkeeping (STCW), the Collision Regulations (COLREGS), Martime Pollution Regulations (MARPOL), International Aeronautical and Maritime Search and Rescue Convention (IAMSAR) and others. The United Nations Convention on the Law of the Sea (UNCLOS) defined a treaty regarding protection of the marine environment and various maritime boundaries.
Once adopted, the international conventions are enforced by the individual nations which are signatories, either through their local Coast Guards, or through their courts.
In the United States
Jurisdiction
Article III, Section 2 of the United States Constitution granted original jurisdiction to U.S. federal courts over admiralty and maritime matters. However, most admiralty cases in the United States can be brought in either federal or state court.The federal and state courts have concurrent jurisdiction over most admiralty and maritime claims pursuant to the terms of a federal statute known as the "Saving to Suitors" clause; see 28 U.S.C. 1333. Under the Saving to Suitors clause, certain remedies are exclusively limited to being filed in the federal courts. Those include suits seeking to arrest ships to enforce maritime mortgages and liens, petitions to limit a shipowner's liability to the value of a ship after a major accident, and actions seeking to partition ownership of a ship. However, the vast majority of maritime actions, such as suits for damage to cargo, injuries to seamen, collisions between vessels, wake damage, and maritime pollution cases may be brought in either state court or federal court.
In federal courts in the United States, there is generally no right to trial by jury in admiralty cases. Congress has created an exception in seamen's personal injury actions brought under the Jones Act where a jury trial is permitted. In state courts, the right to trial by jury is determined by the law of the state where the case is brought. Consequently, admiralty cases brought in state courts can be tried before a jury.
Applicable law
A state court hearing an admiralty or maritime case is required to apply the admiralty and maritime law, even if it conflicts with the law of the state, under a doctrine known as the "reverse-Erie doctrine." The "Erie doctrine" says that federal courts hearing state actions must apply state law. The "reverse-Erie doctrine" says that state courts hearing admiralty cases must apply federal admiralty law. This can make a big difference; for example, U.S. maritime law recognizes the concept of joint and several liability among tortfeasors, while many states do not. Under joint and several liability, where two or more people create a single injury or loss, all are equally liable, even if they only contributed a small amount. A state court hearing an admiralty case would be required to apply the doctrine of joint and several liability even if its state had outlawed the concept.Here are some basic principles of maritime law in the United States:
Limitation of shipowner's liability
One of the unique aspects of maritime law is the ability of a shipowner to limit its liability to the value of a ship after a major accident. An example of the use of the Limitation Act is the sinking of the RMS Titanic in 1912. Even though the Titanic had never been to the United States, upon her sinking the owners rushed into the federal courts in New York to file a limitation of liability proceeding. The Limitation Act provides that if an accident happens due to a circumstance which is beyond the "privity and knowledge" of the ship's owners, the owners can limit their liability to the value of the ship after it sinks.After the Titanic sank, the only portion of the ship remaining were the 14 life boats, which had a collective value of about $3000, and the "pending freight" bringing the total to about $91,000. The cost of a first-class, parlor suite, ticket was over $4,350. The owners of the Titanic were successful in showing that the sinking occurred without their privity and knowledge, and therefore, the families of the deceased passengers, as well as the surviving passengers who lost their personal belongings, were entitled to split the $91,000 value of the remaining lifeboats and pending freight.
In the era of modern communications, continued need for the Limitation Act is questionable. The theory behind the Act was that a shipowner who properly equipped and crewed a ship shouldn't be liable for something that happens when the ship is out of his control. Modern ships are seldom out of the control of their shoreside owners, but the Act remains a viable protection to them.
The Limitation Act doesn't just apply to large ships. It can be used to insulate a motorboat owner from liability when he loans his boat to another who then has an accident. Even jet ski owners have been able to successfully utilize the Limitation Act to insulate themselves from liability.
Cargo claims
Claims for damage to cargo shipped in international commerce are governed by the Carriage of Goods by Sea Act(COGSA), which is the U.S. enactment of the Hague Rules. Some of its key features is that a shipowner is liable for cargo damaged from "hook to hook", meaning from loading to discharge, unless it is exonerated under one of 17 exceptions to liability such as "Act of God", inherent nature of the goods, errors in navigation and management of the ship (not the cargo), etc. A shipowner is generally entitled to limit its liability to $500 per package, unless the value of the contents are disclosed and marked on the container. The ability to treat an ocean shipping container as a package has enabled containership owners to effectively limit their liability to $500 per container, even though the value of the cargo inside the container can be over 1000 times that amount, a practice which was resulted in substantial and continuing litigation in the United States.The statute of limitations on cargo claims is one year.
Personal injuries to seamen
Seamen are compensated for injuries sustained aboard ship by three separate concepts: the principle of maintenance and cure, the doctrine of unseaworthiness, and the Jones Act. The principle of maintenance and cure requires a shipowner to pay for an injured seaman's medical treatment until maximum recovery is obtained, and provide basic living expenses until completion of the voyage, even if the seaman is no longer aboard ship. The seaman is entitled to maintenance and cure as of right, unless he was injured due to his own willful gross negligence. It is similar in some ways to workers' compensation. The doctrine of unseaworthiness makes a shipowner liable if a seaman is injured because the ship, or any appliance of the ship, is "unseaworthy," meaning defective in some way. The Jones Act allows a sailor or one in privity to him, to sue the ship owner for the tort of personal injury or wrongful death, with trial by jury. The Jones Act incorporates the Federal Employers Liability Act (FELA), which governs injuries to railway workers, and is similar to the coal miners act. A shipowner is liable to a seaman in the same way as a railroad operator is liable to its employees who are injured due to the negligence of the employer. The statute of limitation is 3 years.Not every worker injured onboard a vessel is a "seaman" entitled to Jones Act, unseaworthiness, and maintenance and cure. To be a seaman a worker must generally work 30% or more of his time onboard a specific vessel or a fleet of vessels "under common ownership or control." With few exceptions, all non-seamen workers injured over navigable waters are covered instead by the Longshore Act, 33 U.S.C. 901 et seq., a powerful form of workers' compensation.
Maintenance and cure
The doctrine of maintenance and cure is rooted in the Article VI of the Rules of Oleron promulgated in about 1160 A.D. The obligation to "cure" requires a shipowner to provide medical care, free of charge, to a seaman injured in the service of the ship, until the seaman has reached "maximum medical cure." The concept of "maximum medical cure" is more extensive than the concept "maximum medical improvement." The obligation to "cure" a seaman includes the obligation to provide him with medications and medical devices which improve his ability to function, even if they don't "improve" his actual condition. They may include long term treatments permit him to continue to function well. Common examples include prostheses, wheelchairs, and pain medications.The obligation of "maintenance" requires the shipowner to provide a seaman with his basic living expenses while he is convalescing. Once a seaman is able to work, he is expected to maintain himself. Consequently, a seaman can lose his right to maintenance, while the obligation to provide cure is ongoing.
Personal injuries to passengers
Shipowners owe a duty of reasonable care to passengers (for a broad overview of this theory in law, see negligence). Consequently, passengers who are injured aboard ships may bring suit the same as if they had been injured ashore through the negligence of a third party. The passenger bears the burden of proving that the shipowner was negligent. While the statute of limitations is generally three years, suits against cruise lines must usually be brought within one year because of limitations contained in the passenger ticket. Most cruise line passenger tickets also have provisions requiring that suit to be brought in either Miami, Florida or Seattle, Washington.Maritime liens and mortgages
- See also: Maritime lien
Banks which loan money to purchase ships, vendors who supply ships with necessaries like fuel and stores, seamen who are due wages, and many others have a lien against the ship to guarantee payment. To enforce the lien, the ship must be arrested or seized. This is one of those remedies which must be brought in federal court and cannot be done in state court.
Salvage and treasure salvage
- See also: Marine salvage
When property is lost at sea and rescued by another, the rescuer is entitled to claim a salvage award on the salved property. There is no "life salvage." All mariners have a duty to save the lives of others in peril without expectation of reward. Consequently salvage law applies only to the saving of property.
There are two types of salvage: contract salvage and pure salvage, which is sometimes referred to as "merit salvage." In contract salvage the owner of the property and salvor enter into a salvage contract prior to the commencement of salvage operations and the amount that the salvor is paid is determined by the contract. The most common salvage contract is called a "Lloyds Open Form Salvage Contract."
In pure salvage, there is no contract between the owner of the goods and the salvor. The relationship is one which is implied by law. The salvor of property under pure salvage must bring his claim for salvage in federal court, which will award salvage based upon the "merit" of the service and the value of the salvaged property.
Pure salvage claims are divided into "high-order" and "low-order" salvage. In high-order salvage, the salvor exposes himself and his crew to the risk of injury and loss or damage to his equipment in order to salvage the damaged ship. Examples of high-order salvage are boarding a sinking ship in heavy weather, boarding a ship which is on fire, raising a ship or boat which has already sunk, or towing a ship which is in the surf away from the shore. Low-order salvage occurs where the salvor is exposed to little or no personal risk. Examples of low-order salvage include towing another vessel in calm seas, supplying a vessel with fuel, or pulling a vessel off a sand bar. Salvors performing high order salvage receive substantially greater salvage award than those performing low order salvage.
In both high- and low-order salvage the amount of the salvage award is based first upon the value of the property saved. If nothing is saved, or if additional damages is done, there will be no award. The other factors to be considered are the skills of the salvor, the peril to which the salvaged property was exposed, the value of the property which was risked in effecting the salvage, the amount of time and money expended in the salvage operation etc.
A pure or merit salvage award will seldom exceed 50 percent of the value of the property salved. The exception to that rule is in the case of treasure salvage. Because sunken treasure has generally been lost for hundreds of years, while the original owner (or insurer, if the vessel was insured) continues to have an interest in it, the salvor or finder will generally get the majority of the value of the property. While sunken ships from the Spanish Main (such as Nuestra Señora de Atocha in the Florida Keys) are the most commonly thought of type of treasure salvage, other types of ships including German submarines from World War II which can hold valuable historical artifacts, American Civil War ships (the USS Maple Leaf in the St. Johns River, and the USS Monitor in Chesapeake Bay), and sunken merchant ships (the SS Central America off Cape Hatteras) have all been the subject of treasure salvage awards. Due to refinements in side-scanning sonars, many ships which were previously missing are now being located and treasure salvage is now a less risky endeavor than it was in the past, although it is still highly speculative.
Maritime law of common law countries
Most of the common law countries (including Pakistan, Singapore, India, Canada, and many other Commonwealth of Nations countries) follow the English statutes and case laws. India still follows the old Victorian law i.e. Admiralty Court Act, 1861 [24 Vict c 10]. Though Pakistan has its own statutes i.e. Admiralty Jurisdiction of High Courts Ordinance, 1980 (Ordinance XLII of 1980), it still follows English case laws. One reason is that the Pakistani law is somewhat replica of old English admiralty law as enunciated in Administration of Justice Act, 1956. The current statute dealing with the Admiralty jurisdiction of the England and Wales High Court is Supreme Court Act, 1981 (sec.20-24,37). This statue is based on International Arrest Convention 1952. Other countries, which do not follow the English statutes and case laws, such as Panama have also established well-known maritime courts which decide international cases on a regular basis.Admiralty Courts assume jurisdiction by virtue of the presence of the vessel in its territorial jurisdiction irrespective of whether the vessel is national or not and whether registered or not and wherever the residence or domicile or their owners may be. A vessel is usually arrested by the court to retain jurisdiction. State owned vessels are usually immune from arrest.
Maritime Law Programs
There are several universities around the world that offer different types of alternatives to professionals interested in pursuing this field.The first of its kind in the United States, Tulane Law School's Maritime Law Center pulls resources from nearby law firms in New Orleans and maritime scholars from around the world to anchor a preeminent admiralty and maritime law program at the school.
What follows is the suggested list of overseas universities offering postgraduate maritime courses:
Singapore
1. National University of Singapore LLM(Maritime Law) Graduate Diploma in Maritime Law and Arbitration International Maritime Organization
2. World Maritime University • Master of Science in Maritime Affairs
Norway
3. University of Oslo (Scandinavian Institute of Maritime Law) • LLM in Maritime Law
The Netherlands
4. Erasmus University Rotterdam • Master of Science in Maritime Economics and Logistics
United Kingdom
5. University of Southampton (Institute of Maritime Law) • LLM in Maritime Law
6. Cardiff University Master of Science in Marine Policy LLM in Legal Aspects of Marine Affairs
7. City University • MSc in Shipping Trade & Finance
8. University of Glasgow MSc in Marine Technology MSc in Marine Engineering MEng in Naval Architecture and Marine Engineering/Ocean Engineering/Small Craft Engineering
9. University of Newcastle upon Tyne MSc in Marine Engineering MSc in Marine Technology MSc in Marine Electrical Power Technology MSc in Naval Architecture
10. University of Plymouth • MSc in Port Management
11. The University of Strathclyde MSc in Marine Engineering MSc in Marine Technology MEng in Advanced Marine Design MEng in Naval Architecture and Marine Engineering/Ocean Engineering/Small Craft Engineering
12. University of Wales Swansea (Institute of International Shipping and Trade Law) • LLM in Commercial and Maritime Law
13. University of Greenwich (Greenwich Maritime Institute) • Master of Arts in Maritime Policy
United States
14. Tulane Law School • LLM in Admiralty
Canada
15. Dalhousie Law School • LLM in Marine and Environmental Law
See also
- Amalfian Laws
- Barratry
- Canals
- Docks
- General average
- Navigation
- Piers
- Piracy
- Prize
- Sailor
- Shipping
- Waters
- Wharves
- Declaration of London
- United Nations Convention on the Law of the Sea
)
External links
- Westminster International Maritime Security and the ISPS Code
- LII: Law about... Admiralty
- http://www.un.org/Depts/los/convention_agreements/convention_overview_convention.htm -- Law of the Sea at the UN web
- Admiralty and Maritime Law Guide
- Marine Affairs Instituteat Roger Williams University School of Law
- USAK Center for Sea and Water Law Studies
- Tetley's maritime & admiralty law
- Introduction to Maritime Law
LAW may refer to:
..... Click the link for more information.
- Lightweight Anti-tank Weapon, like the M72 LAW (US Army) and the LAW 80 (British Army)
- Palestinian Society for the Protection of Human Rights (also known as LAW)
- League of American Bicyclists, formerly known as the League of American Wheelmen
..... Click the link for more information.
From the latin "maritimus", maritime refers to things relating to the sea.
Maritime may also refer to:
..... Click the link for more information.
Maritime may also refer to:
- The Maritime provinces on Canada's Atlantic coast (see Maritimes)
..... Click the link for more information.
Law of the sea may refer to:
..... Click the link for more information.
- United Nations Convention on the Law of the Sea
- Admiralty law
..... Click the link for more information.
Rhodes
Ρόδο?
Palace of the Grand Master in the city of Rhodes
Geography
Island Chain: Dodecanese
Area:[1] 1,400.684 km (0 sq.mi.
..... Click the link for more information.
Ρόδο?
Palace of the Grand Master in the city of Rhodes
Geography
Island Chain: Dodecanese
Area:[1] 1,400.684 km (0 sq.mi.
..... Click the link for more information.
Hanseatic League was an alliance of trading guilds that established and maintained a trade monopoly over the Baltic Sea, to a certain extent the North Sea, and most of Northern Europe for a time in the Late Middle Ages and the early modern period, between the 13th and 17th
..... Click the link for more information.
..... Click the link for more information.
Motto
Dieu et mon droit (French)
"God and my right"
Anthem
No official anthem specific to England — the anthem of the United Kingdom is "God Save the Queen".
..... Click the link for more information.
Dieu et mon droit (French)
"God and my right"
Anthem
No official anthem specific to England — the anthem of the United Kingdom is "God Save the Queen".
..... Click the link for more information.
Eleanor of Aquitaine (or Aliénor), Duchess of Aquitaine and Gascony and Countess of Poitou (1122[1] – April 1 1204) was one of the wealthiest and most powerful women in Europe during the High Middle Ages.
..... Click the link for more information.
..... Click the link for more information.
A Regent, from the Latin regens "who reigns" , is a person selected to act as Head of state (ruling or not) because the ruler is a minor, not present or debilitated. Thus, the common use is for an acting deputy governor.
..... Click the link for more information.
..... Click the link for more information.
Richard I
By the Grace of God, King of the English, Duke of the Normans and Aquitanians, Count of the Angevins
Reign 6 July 1189 – 6 April 1199
Coronation 3 September 1189
Born 8 September 1157
..... Click the link for more information.
By the Grace of God, King of the English, Duke of the Normans and Aquitanians, Count of the Angevins
Reign 6 July 1189 – 6 April 1199
Coronation 3 September 1189
Born 8 September 1157
..... Click the link for more information.
Île d'Oléron (English: Island of Oleron) is an island off the Atlantic coast of France (due west of Rochefort), on the southern side of the Pertuis d'Antioche strait. It is the second largest French island after Corsica (not counting French overseas possessions).
..... Click the link for more information.
..... Click the link for more information.
The Rolls of Oleron (also known as the "Judgments of Oleron" and the "Rules of Oleron") were the first formal statement of "maritime" or "admiralty" laws in northwestern Europe.
..... Click the link for more information.
..... Click the link for more information.
Louis VII the Young
King of the Franks (more...)
Louis VII the Young of France
Reign As co-King: 25 October 1131 – 1 August 1137
As senior King: 1 August 1137 – 18 September 1180
Coronation
..... Click the link for more information.
King of the Franks (more...)
Louis VII the Young of France
Reign As co-King: 25 October 1131 – 1 August 1137
As senior King: 1 August 1137 – 18 September 1180
Coronation
..... Click the link for more information.
Admiralty courts, also known as maritime courts, are courts exercising jurisdiction over all maritime contracts, torts, injuries and offences.
..... Click the link for more information.
Admiralty Courts in Wales and England
Today Admiralty jurisdiction is exercised by the High Court of England and Wales...... Click the link for more information.
In common law legal systems, the law is created and/or refined by judges: a decision in the case currently pending depends on decisions in previous cases and affects the law to be applied in future cases.
..... Click the link for more information.
..... Click the link for more information.
For other uses of "civil law", see civil law.
Civil law or Continental law or Romano-Germanic law is the predominant system of law in the world. Civil law as a legal system is often compared with common law.
..... Click the link for more information.
Corpus Juris Civilis (Body of Civil Law) is the modern name[1] for a collection of fundamental works in jurisprudence, issued from 529 to 534 by order of Justinian I, Byzantine Emperor.
..... Click the link for more information.
..... Click the link for more information.
Justinian I
Emperor of the Eastern Roman Empire
Justinian depicted on one of the famous mosaics of the Basilica of San Vitale, Ravenna
Reign 9 August 527 - 13 or 14 November 565
Full name Flavius Petrus Sabbatius Iustinianus
Born
..... Click the link for more information.
Emperor of the Eastern Roman Empire
Justinian depicted on one of the famous mosaics of the Basilica of San Vitale, Ravenna
Reign 9 August 527 - 13 or 14 November 565
Full name Flavius Petrus Sabbatius Iustinianus
Born
..... Click the link for more information.
Acts of Parliament of predecessor
states to the United Kingdom
Acts of English Parliament to 1601
Acts of English Parliament to 1641
Acts and Ordinances (Interregnum) to 1660
Acts of English Parliament to 1699
Acts of English Parliament to 1706
..... Click the link for more information.
states to the United Kingdom
Acts of English Parliament to 1601
Acts of English Parliament to 1641
Acts and Ordinances (Interregnum) to 1660
Acts of English Parliament to 1699
Acts of English Parliament to 1706
..... Click the link for more information.
Editing of this page by unregistered or newly registered users is currently disabled due to vandalism.
If you are prevented from editing this page, and you wish to make a change, please discuss changes on the talk page, request unprotection, log in, or .
..... Click the link for more information.
If you are prevented from editing this page, and you wish to make a change, please discuss changes on the talk page, request unprotection, log in, or .
..... Click the link for more information.
Alexander Hamilton (January 11, 1755 or 1757–July 12, 1804) was an Army officer, lawyer, Founding Father, American politician, leading statesman, financier and political theorist. One of America's first constitutional lawyers, he was a leader in calling the U.S.
..... Click the link for more information.
..... Click the link for more information.
State of New York
Flag of New York Seal
Nickname(s): The Empire State
Motto(s): Excelsior!
Official language(s) None
Capital Albany
Largest city New York City
..... Click the link for more information.
Flag of New York Seal
Nickname(s): The Empire State
Motto(s): Excelsior!
Official language(s) None
Capital Albany
Largest city New York City
..... Click the link for more information.
John Adams, Jr. (October 30,1735 – July 4, 1826) served as America's first Vice President (1789–1797) and as its second President (1797–1801). He was defeated for re-election in the "Revolution of 1800" by Thomas Jefferson.
..... Click the link for more information.
..... Click the link for more information.
Commonwealth of Massachusetts
Flag of Massachusetts Seal
''Nickname(s): Bay State State Bird = Black-capped Chickadee''
''Motto(s): Ense petit placidam sub libertate quietem (Latin: By the sword she seeks peace under liberty)''
..... Click the link for more information.
Flag of Massachusetts Seal
''Nickname(s): Bay State State Bird = Black-capped Chickadee''
''Motto(s): Ense petit placidam sub libertate quietem (Latin: By the sword she seeks peace under liberty)''
..... Click the link for more information.
Editing of this page by unregistered or newly registered users is currently disabled due to vandalism.
If you are prevented from editing this page, and you wish to make a change, please discuss changes on the talk page, request unprotection, log in, or .
..... Click the link for more information.
If you are prevented from editing this page, and you wish to make a change, please discuss changes on the talk page, request unprotection, log in, or .
..... Click the link for more information.
The United States has sent ambassadors to France since the American Revolution.
This is a complete list of United States ambassadors to France:
..... Click the link for more information.
This is a complete list of United States ambassadors to France:
United States Envoys to France
..... Click the link for more information.
James Madison (March 16 1751 – June 28 1836), was an American politician and the fourth President of the United States (1809–1817), and one of the Founding Fathers of the United States.
..... Click the link for more information.
..... Click the link for more information.
United States of America
This article is part of the series:
United States Constitution
Original text of the Constitution
Preamble
Articles of the Constitution
I ∙ II ∙ III ∙ IV ∙ V ∙ VI ∙ VII
..... Click the link for more information.
This article is part of the series:
United States Constitution
Original text of the Constitution
Preamble
Articles of the Constitution
I ∙ II ∙ III ∙ IV ∙ V ∙ VI ∙ VII
..... Click the link for more information.
The International Maritime Organization (IMO), formerly known as the Inter-Governmental Maritime Consultative Organization (IMCO), was established in 1948 through the United Nations to coordinate international maritime safety and related practices.
..... Click the link for more information.
..... Click the link for more information.
Headquarters
(and largest city)
Official languages Arabic, Chinese, English, French, Russian, Spanish
Membership 192 member states
Leaders
- Secretary-General Ban Ki-moon
Establishment
-
..... Click the link for more information.
(and largest city)
Official languages Arabic, Chinese, English, French, Russian, Spanish
Membership 192 member states
Leaders
- Secretary-General Ban Ki-moon
Establishment
-
..... Click the link for more information.
United Nations Convention on Law of the Sea (UNCLOS), also called the Law of the Sea Convention and the Law of the Sea Treaty (LOST), is the international agreement that resulted from the third United Nations Convention [Conference] on the Law of the Sea, which took
..... Click the link for more information.
..... Click the link for more information.
This article is copied from an article on Wikipedia.org - the free encyclopedia created and edited by online user community. The text was not checked or edited by anyone on our staff. Although the vast majority of the wikipedia encyclopedia articles provide accurate and timely information please do not assume the accuracy of any particular article. This article is distributed under the terms of GNU Free Documentation License.
Herod_Archelaus
