Ship brokers negotiated the terms of a contract of affreightment (“COA”) between charterers and ship owners. The ship brokers received all of their instructions from an agent that purported to act for the charterers. The COA provided for a minimum of 18 shipments to take place over a 12 month period.

Sale and purchase brokers concluded an MOA. Shortly afterwards a mooring line was caught in the ship’s propeller and the ship could not make the laycan in the MOA. The ship was dry docked for repairs. Buyers and...

Ship brokers were owed commission by the owners of a ship which regularly called at Cape Town. The owners had ignored requests for payment from both the brokers and ITIC. A lawyer in South Africa was instructed to threaten arrest and the brokers received part payment of the outstanding amount.

The operations department of a London broker received a message from an owner in relation to a voyage with offshore discharge in an area with a high risk of piracy. Attached to the message was a freight invoice and another one for the cost of armed guards. This cost was payable by the charterer under the terms of the charterparty.

A member of a ship broker’s post fixture department was aware that a number of charterers had placed a block on emails with attachments above a certain size. A large number of emails have attachments which contain logos and...

Ship brokers fixed a charter party that contained an option for a second voyage. They failed to pass on the charterer’s message declaring the second leg option which had to be declared upon completion of loading of the first voyage.

Ship brokers arranged a voyage charter between Rotterdam and the Far East. The charterparty was subject to English law, based on the Asbatankvoy form, and provided that the brokers would receive 1.25% commission.

Ship broker fixed a vessel for an initial period of 3 months with subsequent optional periods of 3 months. The optional periods were declarable 30 days prior to expiry of the preceding period.

It was the weekend and a member of a tanker broker’s operations staff was not on duty. A message was received on their phone, which was linked to their individual email address.

This claim involved one cargo owner, two brokers working at different offices, and three shipowners.

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