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By Ling Zhu

Oil tankers aren't the one vessels that experience triggered oil pollutants at sea. quite a few spills some time past were of heavy gasoline oil from non-tankers. in spite of the fact that, the overseas legal responsibility and reimbursement regime lined in basic terms oil toxins harm as a result of oil tankers. there has been therefore a necessity to convey the legislations on marine oil toxins aware of oil toxins harm as a result of non-tankers. In March 2001, the overseas conference on Civil legal responsibility for Bunker Oil pollutants harm used to be followed following a diplomatic convention on the foreign Maritime association. notwithstanding this conference has no longer but come into strength, its quite a few facets should still already be regarded as they are going to definitely have an effect on the maritime as an entire and the non-tanker area, particularly. This publication presents a well timed and finished examine at the suggestion of obligatory coverage, its major objective of making sure repayment and its interrelations with different positive factors similar to the guideline of strict legal responsibility and the difficulty of legal responsibility lower than the convention.

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Extra resources for Compulsory Insurance and Compensation for Bunker Oil Pollution Damage

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2. A seaworthy steamship or motor vessel, properly manned, is not per se a dangerous instrumentality, and the operator should not be required to pay for or insure against losses not caused by his fault…3. Oil cargoes are not per se dangerous, and their owners should not be required to pay for or insure against losses caused by such cargoes. 4. In a competitive market, it may not be possible for the ship-owner to pass on the extra cost of insurance against liability without fault to the shipper in the form of additional freight; shipowners large enough to be self-insurers may have an advantage over small operators.

See Chapter 3 of this research. The Bunkers Convention, Art. 1(2). 102 Apparently, the purpose of these articles is to hold all persons and ships liable when two or more ships are involved. It is reasonable, since if one of them is unfortunately insolvent, the others must therefore pay the whole costs of pollution damage claimed under the Convention. 4. The basis of liability and exonerating circumstances Liability under the CLCs is by nature a strict liability. This was one of the most debated issues from the outset of the preparatory work to the completion of the 1969 CLC.

The same is true of the provisions of the Bunkers Convention. The interactions among them will be detailed in the following chapters of this research. The Bunkers Convention virtually establishes the same strict liability principle as contained in the 1969 CLC and its 1992 Protocol. 107 If the fault of the victim is the sole cause of or contributory to the pollution damage, the shipowner will be wholly or partially discharged from his liability, according to the extent of fault of the victim in causing the damage.

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