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Navigating without a Helmsman vis-à-vis liability for Maritime autonomous surface ships under Singapore Law
Maritime tort law assumes a human helmsman whose negligence can be tested against the reasonable mariner. Autonomous vessels obliterate that assumption. This article maps how Singapore's Spandeck framework, COLREGs, and limitation regimes hold — or fail — when no one is at the wheel.
UCO Bank v Golden Shore Transportation Pte Ltd [2004] SGHC 185
A bank does not become a lawful holder of a bill of lading under the Bills of Lading Act if the bill was not delivered to it by the shipper or an authorized party, and lacks the necessary indorsement.
Pirelli General PLC and Others v PSA Corp Ltd and Another [2003] SGHC 31
The weight limitation under Article IV Rule 5(a) of the Hague-Visby Rules is calculated based on the actual weight of the goods lost or damaged, rather than the total weight of the entire article or consignment.
The Seaway; Shell Eastern Petroleum (Pte) Ltd v The Owners of the Ship or Vessel "Seaway" [2003] SGHC 115
The court held that the defendants were entitled to limit their liability under s 136 of the Merchant Shipping Act for damage caused to the plaintiffs' wharf, as the wharf fell within the meaning of 'property' under s 136(d).