Malta Maritime Law Association

Malta Maritime Law Association

Member of the Comité Maritime International

  • About MMLA
    • Committees
      • Subcommittees
    • Maritime History of Malta
  • News
  • Events
    • Past Events
    • Upcoming Events
  • Publications
  • Resources
  • Contact

Failure to file sea protest correctly can scupper your case

July 10, 2013 Leave a Comment

Contributed by Fenech & Fenech Advocates
ILO – July 10 2013


Introduction

The Maltese flag has established itself as a flag of confidence and a popular choice for many well-reputed shipowners. This is clearly evidenced by the fact that the Maltese registry boasts tonnage of more than 45.6 million gross tons, making it the eighth largest flag in the world and the second largest in Europe. The Maltese flag is flown aboard vessels worldwide. In light of these figures, and bearing in mind that ships at sea will always remain vulnerable to a number of risks, it is probable that Maltese-flagged vessels may become a casualty of some sort from time to time.

Where such an incident results in damage being sustained – whether to the vessel itself, its cargo, another vessel or any other property – the ship, its master, owner or charterer may potentially become exposed to a number of claims. In such cases, it is essential to establish the events that gave rise to the incident in question. Most jurisdictions therefore either oblige or enable the master of a ship to make a so-called ‘sea protest’ shortly after the incident in question, in which he or she can declare the facts of the incident as known to him or her. In this regard, Malta is no exception.

Under Article 104 of the Merchant Shipping Act, a master is obliged to make a sea protest
wherever a vessel flying the Maltese flag:

  • sustains damage;
  • is stranded, abandoned or lost; or
  • owing to the stress of weather or any other cause, is forced to enter port.

Under Maltese law, a sea protest tends to hold significant probative weight in any subsequent settlement negotiations or litigation, since it is often taken as being a correct statement of facts (unless there is evidence to the contrary). However, there is a tendency to assume that the form and method by which such a sea protest is made are not important, so long as the statement produced is truthful and duly sworn before a notary public. This impression is wrong – Maltese law provides clear rules on how a sea protest should be made, together with a detailed procedure.

Applicable procedure

Making a sea protest
Article 104 of the act clearly indicates that when the vessel is at a Maltese port, any sea protest must be made before a judge of the civil courts of Malta. When the ship is at a port outside of Malta, it should be made before a Maltese consular officer. In the absence of such a consular officer in any particular jurisdiction, the law requires that the sea protest be made before a local authority in that particular country.

Timeframe
Article 104 also stipulates the timeframe within which a sea protest must be made. If the event giving rise to the need to make a sea protest occurs while the vessel is at a port, the sea protest must be made within 24 hours of the incident taking place. If the incident occurs while the vessel is at sea or outside any port, the master has 24 hours from the vessel’s next entry into port to make the sea protest.

Information to be included
Maltese law clearly indicates the information that should be included in a sea protest, in terms of both the content of the sworn statements and the documentary evidence required. The master making the sea protest is duty bound to produce his or her official logbook and the original ship’s log when making the sea protest, so that these documents can be physically endorsed by the authority before which the protest is made.

The Maltese courts have held that, in accordance with Article 104, where authenticated copies of the logbook are provided by the master when making the sea protest, these documents should subsequently be treated as being authentic evidence of their content, unless proof can be brought to the contrary.(1) Indeed, Article 104(7) allows interested parties to prove any facts that are contrary to those stated in the sea protest.

In relation to the sea protest, and more specifically the contents thereof, the master must state
on oath the facts known to him or her with regard to the incident in question. These should
include:

  • the place and time of sailing;
  • the nature of the cargo onboard the vessel;
  • the course pursued;
  • the incident encountered;
  • the damage sustained; and
  • all other relevant facts, particularly those relating to the casualty at hand.

Sworn statements
Furthermore, when making the sea protest, the master must be accompanied by at least another three crew members, who should also be examined on oath. The law also states that when a passenger vessel is involved, passengers should also ideally (where practicable) accompany the master to give a statement. However, for various reasons (eg, the language difficulties sometimes faced by seafarers), in practice the master and the crew members usually prepare their written statements beforehand. These are then produced at the sea protest and sworn on oath.

Risks of non-compliance
The effects of not complying with Article 104 can be substantial. For instance, a master who fails to comply with Article 104 will legally be answerable to any interested party for damages and interest that ensue as a result of such non-compliance. The law also provides that if cargo is on board the vessel, the master cannot discharge the cargo (except where there is imminent danger) before he or she has completed the sea protest in accordance with Article 104.

Case study
In a 2011 judgment,(2) the Maltese courts were asked to consider whether a duly notarised statement by the master that was drawn up after the vessel had entered port in Malta was sufficient to constitute a valid sea protest under the law.

The plaintiffs alleged that damage caused to a consignment of steel beams brought to Malta on board the MV Emzani had resulted from bad stowage on the part of the charterers. The defendants did not deny that the beams had sustained damage, but argued that this was due to bad weather encountered by the vessel en route to Malta, rather than any shortcoming in stowage. The defendants argued that the sea conditions and weather were so bad that the vessel had had to stop for shelter during its voyage towards Malta. When the vessel finally entered Maltese waters, the master proceeded to make a sea protest before a Maltese notary public. The defendants relied heavily on the content of this document as evidence to support their defence that the damages sustained to the cargo were the result of an act of God.

After reviewing Article 104 of the Merchant Shipping Act, the courts concluded that the statement made before the notary public was not and could not be considered a sea protest under Maltese law. Thus, the statement made by the master did not have the juridical effect of a sea protest as contemplated under Maltese law. Moreover, the court made reference to

Article 104(7) and commented that where a sea protest is not filed within the timeframe stipulated by law, the defendant may still prove its defence through any other means. In other words, the facts stipulated in the sea protest may still be relied on, but the defendant cannot rely on the invalid sea protest – the content thereof would need to be proven by other means.

In this particular case, the court disregarded the statement made by the master before the notary public and also felt that no alternative supporting evidence had been brought by the defendants to prove their position.

Comment
In light of the above, owners of Maltese flagged vessels and their masters should take careful note of Article 104 of the Merchant Shipping Act. Irrespective of having made any duly notarised statement, the effects and consequences of failing to making a sea protest in line with Article 104 could prove detrimental to shipowners.

For further information on this topic please contact Adrian Attard at Fenech & Fenech Advocates by telephone (+356 2124 1232), fax (+356 2599 0645) or email adrian.attard@fenlex.com.


 

Endnotes

(1) Advocate Doctor Griscti v Parnis England, Maltese Civil Courts, January 31 2003.
(2) Gasan Mamo Insurance Limited (C-3143) v MMS Limited (C-3984).

Filed Under: Malta Flag, Maritime Registration

The anti-competitive effects of a global maritime market [P3 Network]

January 30, 2013 Leave a Comment

See full pdf

The anti-competitive effects of a globally-concentrated, oligopolistic maritime market: from explicit to tacit collusion – an analysis based on the P3 Network.
Journal-of-IML-Artikel 1, 2013

Author: August J. Braakman
Secretary-General, European Maritime Law Organisation

Filed Under: International News

Malta becomes biggest ship registry in Europe

January 23, 2012 Leave a Comment

For the first time in its maritime history, Malta has been confirmed as the country with the largest ship register in Europe. Following a 16 per cent increase in tonnage, the island surpassed Greece By the end of the year, 5,830 vessels – a total of 45.6 million tonnes – were registered under the Maltese flag, Transport Minister Austin Gatt has said: “Following a 16 per cent increase in tonnage, the island surpassed Greece for the first time. Although it’s the smallest European country, Malta has the seventh largest ship register in the world,” he said.

Dr Gatt said that during 2011, the Maltese shipping register generated over €12 million in revenue for Transport Malta alone. This significant achievement was mainly attributed to the register’s high-service quality which attracted reputable companies, Dr Gatt added. Applicants had to pass through a rigorous selection process and not every owner who expressed interest in joining the register was accepted. The condition and the age of prospective members are a major factor in the determination of whether they would make it to the register.

Malta’s register listed various types of vessels, including cruise liners like the Royal Caribbean, and super yachts, which registered an increase of 18.6 per cent over the previous year.

[Source: Times of Malta]

Filed Under: International News, Maritime Registration

Looking beyond the registry [Fairplay article]

May 9, 2011 Leave a Comment

The rich knowledge of Malta’s shipping industry cannot be found anywhere else.

Article, Fairplay.co.uk ‘Looking beyond the Registry’ [09-05-11]

Filed Under: International News, Malta Flag, Maritime Registration

Courts award record level of damages in Aframax tanker case

March 9, 2011 Leave a Comment

ILO – Contributed by Fenech & Fenech Advocates


In 2010 the Maltese courts issued their highest-ever damages award in a case involving a failure to transfer shares in a company that was the owner of a new Aframax tanker.

Facts
Italian company Finaval filed an action against Monegasque company Scorpio Ship Management and others for breach of a promise to sell shares in a Maltese registered company which had been formed for the purposes of entering into a shipbuilding contract with shipbuilder Samsung. Finaval claimed that Scorpio had promised Finaval that before delivery of the Aframax tanker to the Maltese company, Scorpio would give Finaval the option to purchase shares in the Maltese company equivalent to the contract price of the vessel plus the pre-delivery costs, calculated at $37.8 million.

Scorpio failed to offer the shares as promised to Finaval, with the result that Finaval lost the opportunity to purchase shares in a company which would own a brand-new Aframax tanker at the price of $37.8 million at a time when the price of Aframax tankers was rising considerably.

Finaval requested the court to:
• declare that Scorpio had breached its obligation to transfer the shares;
• order the transfer of the shares to Finaval; and
• in the eventuality that the ship had already been transferred by the company,
order the defendants to pay damages.

Scorpio defended the claim by stating primarily that the Maltese courts did not have jurisdiction over the matter, given that neither Finaval nor Scorpio was Maltese. Scorpio further claimed that it should be declared non-suited since it did not own the shares in the Maltese company and had no control over the disposal of shares belonging to other entities. Finally, it claimed that in any event, there was never a promise of sale.

First instance decision
On December 2 2004 the first court delivered its judgment on jurisdiction. It held that the jurisdiction of the Maltese court was founded on Section 742(c) of the Code of Organisation and Civil Procedure, which states that the courts of Malta have jurisdiction over “any person in matters relating to property situated or existing in Malta”. Thus, it was irrelevant that neither Finaval nor Scorpio was Maltese. The court further held that, as established by previous case law, shares in a Maltese company very much constitute “property situated in Malta”, and that the very nature of the claim put forward by Finaval was for the transfer of shares in the company. With respect to Scorpio being non-suited on the basis that it had no control over disposal of the shares, the court rejected this argument completely. The court held that:

“Scorpio had obliged itself to transfer to Finaval the shares which it had registered in someone else’s name. Scorpio has to see for itself how it was going to fulfil the obligation it assumed. A debtor of an obligation cannot escape from its execution when he himself would have led to its impossibility.”

On July 5 2007 the same court gave its judgment on the merits and, on the basis of the evidence produced, accepted Finaval’s claim that there had been a promise of sale of the shares contained in a letter sent from Scorpio to Finaval dated December 24 2002, and that the promise had been broken when the shares were not transferred. The court confirmed that all of the requirements stipulated by Article 1357 of the Civil Code had been satisfied because:

  • the object of the sale had been identified as the shares in the company;
  • the price of the shares had been determined or was determinable; and
  • the promise had been accepted by the plaintiffs, as reflected by the events that
    took place subsequent to the promise.

Since the Maltese company which had entered into the shipbuilding contract with Samsung was subsequently struck off, the court ordered Scorpio to pay Finaval $22.2 million – the difference in price between what Finaval would have paid had the shares been transferred and what it would have paid for the same type of vessel on the open market at the time when the vessel would have been delivered (estimated at $60 million).

The court also ordered Scorpio to pay all of the court costs and interest from the date of commencement of the action up until the date of payment. Scorpio appealed.

Appellate decision
The Court of Appeal rejected Scorpio’s defence of lack of jurisdiction, since the merits related to shares in a company registered in Malta and the shares were to be considered as “property situated in Malta” and thus to be covered by Article 742(c) of the Code of Organisation and Civil Procedure. The court held that the fact that the shares in the company could no longer be transferred because the Maltese company had been struck off during the running of the case – meaning that all that remained was a claim requesting damages for an alleged breach of a promise to sell the shares – had no bearing on jurisdiction, because the jurisdiction of the courts was established at the time when the action was instituted, which was when the company was still registered and had not yet been struck off.

The court also confirmed the first instance judgment on the merits, stating that Scorpio had indeed promised Finaval the option to purchase shares in a company destined to own an Aframax tanker. The court confirmed the view of the first court that once it had been established that the letter of December 24 2002 amounted to a promise, it had to assess whether that promise satisfied all of the requirements stipulated by Article 1357 of the Civil Code, which it did.

The court rejected Scorpio’s additional submission that since the document did not contain a jurisdiction clause, it could not have been intended as a binding document. The court underlined the fact that a promise to sell a moveable object, such as the shares in question, need not even be in writing, and that consequently the promise of sale was valid irrespective of whether the letter contained a jurisdiction clause. Thus, the court concluded that since,
by virtue of the letter of December 24 2002, the object of the promise had been the shares in the company which had to be transferred to Finaval any time before delivery of the vessel, by means of a sale against payment to Scorpio of the equity and predelivery costs, all of the requirements stipulated in Article 1357 of the Civil Code had been satisfied and the pre-contractual stage had long passed.

The court also rejected Scorpio’s position that Finaval had not accepted Scorpio’s offer because the substantial evidence that was brought forward during the running of the case, including Finaval’s full participation in the discussions and negotiations over the specifications and delivery of the new building, proved the opposite. The court
rejected Scorpio’s position that it had nothing to do with the matter and should not be held liable. The court added to the findings of the first instance court and stated that:

  • the promise to Finaval had been made by Scorpio;
  • consequently, the obligation was on Scorpio to transfer and sell the shares to Finaval;
  • Scorpio had terminated the agreement;
  • the discussions and negotiations had been between Scorpio and Finaval, and
    the other companies did not feature;
  • the letter of December 24 2002 made it clear that everything was going to be
    actuated by Scorpio; and
  • Scorpio was controlling everything and had the controlling interest in the
    vessel.

According to the letter, Scorpio had to order the vessel and provide the equity, and when the shares were transferred to Finaval, Finaval had to pay Scorpio and no one else. The court held that “this Court agrees with the first Court when it decided that Scorpio should be declared as solely responsible”.

The court also confirmed the first instance decision on the damages awarded, which was the difference between the price which Finaval would have paid for the shares had they been transferred as promised and what it would have cost to purchase a vessel on the open market at the time when the vessel was meant to have been delivered, which the court estimated at $22.2 million, based on the expert evidence of a shipbroker. However, the court ordered that interest be paid by Scorpio from the date of the judgment, rather than the date on which the action was filed. It also
confirmed the first instance order on costs, obliging Scorpio to bear the costs.


For further information on this topic please contact Ann Fenech at Fenech & Fenech Advocates by telephone (+356 2124 1232), fax (+356 2599 0645) or email <a href=”mailto:ann.fenech@fenlex.com”>ann.fenech@fenlex.com</a>.

Filed Under: Legal Case Study Tagged With: Aframax, case, tanker

  • « Previous Page
  • 1
  • 2
  • 3
  • 4
  • Next Page »

Follow our Feed

Malta Maritime Law Association

News & Publications

  • MMLA Seminar – Presentation of Code of Conduct Resident AgentsCode of Standards for the Appointment and Responsibilities of Resident Agents February 16, 2026
  • MMLA at Maritime World Conference in Malta November 26, 2025
  • The MMLA’s Seminar: Key Insights on VAT and Yachting Transactions November 12, 2025
  • MMLA President at Malta Maritime Summit October 18, 2024
  • MMLA lecturers at ELSA Malta Maritime Summer Law School August 29, 2024
  • MMLA President at 2nd UN Convention IEJSS Signing Ceremony June 20, 2024

Contact Us

Malta Maritime Law Association (MMLA)
Sa Maison House
Sa Maison Hill
Floriana FRN 1612
MALTA
E: mmla@mmla.org.mt
T: (+356) 25 594 118
follow us on facebook and linkedIn

Join Us

Even though the MMLA is a law association, membership is open to all those with a real interest in maritime affairs with a legal twist.
Become a member...

International Events

The CMI Assembly and Colloquium 2024 was held between 22-24 May in Gothenburg, Sweden. More information can be found here

The CMI Colloquium 2023 took place in Montreal, Canada from 14-16 June. More information can be found here

The 2022 CMI Conference took place in Antwerp, Belgium from 18-21 October when the Comite’ Maritime International celebrated its 125th anniversary. Find out more…

The CMI Assembly and Colloquium was held in Mexico City between 30 September – 2 October 2019: Find out more…

The CMI held the Assembly meeting and other events on 8./9. November 2018 in London. Find out more…

The Malta Colloquium on Judicial Sales was held on 27 February 2018 in Valletta. Find out more…

 

 

Copyright © 2026 · Enterprise Pro Theme on Genesis Framework · WordPress · Log in