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Following a voyage to South America, cargo receivers commenced an action against the ship owner for damage to cargo. The ship owner’s P&I Club appointed its local correspondent (a Member of

A naval architect’s client commissioned the design of a tug but did not immediately build it. Two years later, the client contacted the naval architect and asked them to update the specification.

While berthing at a UK port, a Turkish owned ship struck the jetty. The agents passed the port’s repair bill of GBP37,850 to the owners. Nothing further was heard from the owners for a period of

When a tanker broker arranged a voyage charter, the recap e-mail stated that the lump sum freight was inclusive of maintaining loaded temperature. The cargo description also stated “vessel to

When a vessel was attempting to leave the berth, the presence of a stowaway onboard was discovered. The ship agent immediately contacted the Immigration Authorities to ask them to remove the

A new regulation was issued by local maritime authorities in South America, stipulating the type and number of tugs to be used depending on the size of a vessel. A ship agent provided a pro forma

A mistake in the calculation of port dues for two pro forma invoices happened when a ship agent incorrectly used the cheaper rate for malt, instead of that for wheat. The cargoes of wheat were

A shipbroker received a request to find a suitable ship for a shipment of steel pipes. Shortly after negotiations had commenced the charterer called to inform the broker that there was an additional

A liner agent booked a container of calcium hypochlorite to be moved from a port in the Middle East to Europe. Calcium hypochlorite is a dangerous cargo, with an IMO classification of 5.1. The

Every year ITIC deals with claims that result from errors by agents dealing with transhipment cargo. The following two claims are typical examples of the things that can go wrong. In one case no