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Rights of the mortgagees under Maltese law – Part 2

January 5, 2012 Leave a Comment

Times of Malta, Thursday, January 5, 2012 , by Ann Fenech


 

Section 42 of the Merchant Shipping Act lays down the rights of the mortgagee in the eventuality that the owner is in default of his obligations. One of the rights listed is the right of the mortgagee to take possession of the vessel.

In part one, I discussed a procedure which was inserted in our Code of Organisation and Civil Procedure in 2006 which gives the mortgagees of vessels further enhanced rights – a procedure whereby a mortgagee can enforce his rights through a court approved private sale which remedy attempts to bridge the distance between what was previously a choice between two remedies which were not in themselves 100 per cent satisfactory.

The judge made some very interesting remarks and observations, a number of which may very well open up a Pandora’s Box.

Through the court approved private sale the law seeks to support the mortgagee and other creditors of a defaulting owner by ensuring the best price for the vessel (something associated with a private sale as opposed to a judicial sale by auction), whilst ensuring that the vessel is indeed sold free and unencumbered (something which only a judicial sale by auction can guarantee and which a private sale cannot.)

We saw this remedy put to the test successfully on December 1, 2011 in the case Dr Ann Fenech for and on behalf of Danske Bank v. the M. V. Thor Spirit per Mr Justice Mark Chetcuti. The substantial and useful rights of the mortgagee granted by our law were however again confirmed by the same Mr Justice Mark Chetcuti on November 24, 2011, in the case Dr Louis Cassar Pullicino for and on behalf of Norddeutsche Landesbank Girozentrale v. Chemstar Shipping Ltd.

Section 42 of the Merchant Shipping Act lays down the rights of the mortgagee in the eventuality that the owner is in default of his obligations. One of the rights listed is the right of the mortgagee to take possession of the vessel. Whilst this may be all very well and good on paper, from a practical perspective this can present a number of challenges.

One would typically have a situation where the owner of the vessel is in default of a term in his mortgage; the mortgagee gives notice to the mortgagor to no avail because the owner remains in default, and the vessel is in some far flung jurisdiction. The mortgagee would like to take possession.

This would in real terms mean that the mortgagee would inform the owner that it intends to take possession; it may mean that the mortgagee would instruct the owner to take the vessel and to deliver the vessel into the possession of the mortgagee in a more efficient or reliable jurisdiction where the mortgagee can then take the necessary steps to enforce his mortgage through any remedy which Maltese law provides.

From experience, owners would generally comply with such requests. However there will be occasion when the owner, irrespective of the fact that the mortgagee would be fully within his rights to take possession of the vessel and order the owner to deliver the vessel to, say, Malta, the owner very consciously refuses. What can the mortgagee do about this situation?

This was the position which Norddeutsche Landesbank Girozentrale found itself in when following the default of Chemstar Shipping Ltd on its payments under a mortgage on the MV STAR 1, a vessel registered under the Malta flag, the bank sent the mortgagor a Notice of Default which was not actioned by the owner who remained in default of his obligations.

The mortgagee issued the owner with a Sailing Advice ordering the owners not to order the vessel to proceed to Turkey but to proceed to Malta instead. The owners ignored this advice and proceeded to Turkey. The bank then issued the owner with a further Sailing Advice as it was entitled to do in terms of its Loan Agreement to proceed immediately to Malta. The owners refused to do so. The bank representatives then attempted to board the vessel in Turkey to serve the Master with a notice of possession but were barred from boarding leading to the service of the notice of possession on the registered owners. The owners refused to hand over possession to the bank.

Given this, the bank was therefore forced to file an application before the Maltese courts requesting the court to confirm that the bank had the right to take possession of the vessel given the owner’s default, to fix a period of time within which the owner had to deliver the vessel to the bank failing which to authorise the bank to take possession of the vessel even by appointing new crew, order the owner to refrain from doing anything which would hinder either directly or indirectly the bank from taking possession of the vessel and finally to make all those orders necessary to enable the bank to take possession of the vessel.

The owners attempted to defend the application by stating that: The Maltese court had no jurisdiction over the matter because the vessel was not in Maltese territorial waters; that the law did not contemplate the mortgagee having a right to file such an application; that it was not the fault of the owners which led to them being in default; that the mortgagee had not taken any of the steps associated with obtaining an executive title; that the mortgagee had to first file an official letter which it did not.

Mr Justice Chetcuti threw out the defence of lack of jurisdiction on three counts – the basis that the defendant was a Maltese registered company and therefore the jurisdiction of the Maltese court was beyond question, on the basis of a jurisdiction clause in the deed of covenants indicating the Maltese courts as one of the courts to which disputes could be referred and on the basis of EU Regulation 2(1) of Regulation 44/2001.

Mr Justice Chetcuti also threw out the other defences by highlighting the fact that the right of the mortgagee to take possession was conditioned only by the need for the mortgagee to give notice to the owner in writing as stipulated in article 42 of the Merchant Shipping Act and the need to ensure that all the criteria established by the loan agreement and deed of covenants had been satisfied.

He therefore accepted all of the Bank’s requests and declared that the Bank had a right to take possession of the vessel and ordered the defendant to deliver the vessel to the bank within one week failing which was authorising the Bank to take possession of the Motor Vessel Star 1 ordering the owners to refrain from doing anything to obstruct the Bank from doing so.

In his decision dealing with every one of the defences separately, the judge made some very interesting remarks and observations a number of which may very well open up a Pandora’s Box, possibly each deserving a detailed analysis and article in themselves.

However, the general message which has been sent out loud and clear by this judgement is that in this particularly sensitive commercial area where the strength of the flag lies in the comfort it can give the financiers, international financiers of vessels registered under the Malta flag can rest assured that provided that their rights under the contracts they enter into are in line with the provisions of our Merchant Shipping Act they will be fully upheld and safeguarded.


Dr Fenech is head of the marine litigation department and managing partner at Fenech and Fenech Advocates.

Filed Under: Legal Case Study, Malta

Rights of the Mortgagees under Maltese law

December 15, 2011 Leave a Comment

Times of Malta, Thursday, December 15, 2011, by Ann Fenech


The meteoric rise of the Malta flag from one million tons in 1986 to over 40 million tons today is due to a number of reasons. Included in the long list is the foresight of our legislators, the continuous updating of our law, sensible fiscal solutions to the ship owner, a regulator who is open for business 24/7, English as an official language, central European time zone and tireless service providers who assist in promoting the product and facilitating the service.

One primary reason behind the success of our maritime flag is the security which our law gives to the financier of these vessels.

One primary reason behind the success of our maritime flag equal only to the sensible fiscal solutions it offers the ship owner is the security which our law gives to the financier of these vessels. No financier is going to lend several millions of dollars for the purchase of a vessel only to have the vessel registered in a jurisdiction which does not adequately safeguard his investment in the eventuality that the ship owner defaults on the mortgage payment.

Of course it is one thing to talk about the security offered by Maltese law, and quite another to see whether all the talk translates into something tangible.

Since 2008 to date and sadly with the collapse of a number of ship owners resulting in their inability to satisfy their obligations under their mortgage deeds, Maltese law and the security it says it offers the mortgagee has delivered very successfully.

As a result of a number of several ship owners of Maltese registered vessels defaulting on their mortgage payments, financiers have been able to put their mind at rest because they have seen Maltese law delivering what it has promised to deliver and have been able to put into effect the rights given to them by our Merchant Shipping Act in such situations.

Up until 2006 Maltese law provided the mortgagee with a number of remedies in the face of a defaulting owner. In the event of a default by the mortgagor of any term or condition of a registered mortgage, the mortgagee can take possession of the vessel and can sell the vessel.

In addition a mortgage is an “executive title” which means that the mortgagee can proceed directly with enforcement without the need of commencing any form of action. This is very important because it means that a mortgagee can proceed directly with applying to the Maltese courts for the judicial sale of the vessel. These two remedies, the ability to sell the vessel privately and the ability to apply for a judicial sale have advantages, however each also has disadvantages.

The advantage with a private sale is that the mortgagee can negotiate with a private buyer the sale of the vessel at the right price. However in a private sale the vessel is not sold free and unencumbered and this in itself may put potential buyers off.

In a judicial sale on the other hand, the vessel is sold free and unencumbered attracting buyers, however the prices normally fetched at Judicial Sales by Auction are frequently well below the market value given especially that there is no minimum reserved price.

In 2006, a very important amendment to our Code of Organisation and Civil Procedure was enacted. The amendment saw the introduction into our law of the Court Approved Private Sale. This is intended to bridge the distance between the advantages and disadvantages of the Private Sale and the Judicial Sale by Auction.

For some reason however and notwithstanding that this very useful remedy has been available on our statute books since 2006, it was only made use of for the first time in the application filed by Danske Bank A/S against the vessel Thor Spirit. Legal history was made on December 1, 2011 when our Civil Courts per Mr Justice Mark Chetcuti approved the private sale of a vessel following an application in the name of Dr Ann Fenech for and on behalf of Danske Bank v. the M. V. Thor Spirit.

The way the court approved sale works is as follows: The mortgagee finds a private buyer of a vessel at an agreed price which should be equal to or superior to two previously obtained valuations attesting to the value of the vessel. The mortgagee then files an application in court exhibiting copies of the MOA and the valuations obtained requesting the court to approve the private sale and to appoint a person who can transfer the vessel by means of a bill of sale to the new buyer for the agreed price. Such sale is effected free and unencumbered.

In this way the mortgagee can negotiate the best price (dealing with the difficulty created normally by a Judicial Sale by auction) for the sale of the vessel which is effected free and unencumbered (thereby dealing with the difficulty of a private sale.) Notwithstanding the fact that this remedy has been on the statute book since 2006, the first time it was tried and tested was in fact in this case.

The procedure was extremely efficient and fast and the time it took from the date of the application seeking court approval of the private sale to the date of the order was approximately two weeks.Now that the procedure has been carried out successfully, it is more than likely that we will be seeing plenty more in the coming months.

(The first in a series of three articles.)


Dr Fenech is head of the Marine Litigation Department and managing partner at Fenech & Fenech Advocates

Filed Under: EU, Legal Case Study, Malta, 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

Legal Notice: Commission vs Gozo Channel Co.

October 28, 2010 Leave a Comment

Legal Notice: 28 October, 2010
Commission vs Gozo Channel Co. Read in full here.

Filed Under: EU, International News, Legal Case Study, Malta

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