Search results

The purpose of the present study was the development of a methodology for translating predicted rates of decompression sickness (DCS), following tower escape from a sunken submarine, into predicted probability of survival, a more useful statistic for making operational decisions.

Predictions were made, using existing models, for the probabilities of a range of DCS symptoms following submarine tower escape. Subject matter expert estimates of the effect of these symptoms on a submariner’s ability to survive in benign weather conditions on the sea surface until rescued were combined with the likelihoods of the different symptoms occurring using standard probability theory. Plots were generated showing the dependence of predicted probability of survival following escape on the escape depth and the pressure within the stricken submarine.

Current advice on whether to attempt tower escape is based on avoiding rates of DCS above approximately 5%–10%. Consideration of predicted survival rates, based on subject matter expert opinion, suggests that the current advice might be considered as conservative in the distressed submarine scenario, as DCS rates of 10% are not anticipated to markedly affect survival rates.

According to the authors’ knowledge, this study represents the first attempt to quantify the effect of different DCS symptoms on the probability of survival in submarine tower escape.

In 2011, the new Arbitration Ordinance took effect in Hong Kong. This paper aims to discuss the new features on maritime arbitration.

The relevant provisions of the Arbitration Ordinance 2011 and the legal cases are examined.

Hong Kong is a first class maritime arbitration centre in the Asia Pacific Region.

This paper is one of the very few general reviews of the maritime arbitration under the Arbitration Ordinance 2011.

The purpose of this study is to review the reasoning of the judgment of the United Kingdom Supreme Court in Versloot Dredging BV and another (Appellants) v. HDI Gerling Industrie Versichering AG and Others (Respondents) [2016] UKSC 45 in finding that there is no remedy or sanction for the use of fraudulent devices (so-called “collateral lies”) in insurance claims and to consider potential implications for underwriters.

The methodology is a typical case law analysis starting from case facts and the reasoning with short comments on legal implications.

Despite no sanction provided by law for the use of fraudulent devices, the room still opens for the underwriters to stipulate the consequence of using the fraudulent devices by the express term in the insurance contract.

The main implication from the judgment is that underwriters are likely to incur more investigating costs for insurance claims.

This work raises awareness of the marine insurance industry (especially underwriters) as to the approach of the English law towards the use of fraudulent devices.

Entrepreneurs starting new ventures will encounter a host of legal issues requiring consultation with an attorney on an episodic or ongoing basis. It is critical that careful attention be given to the attorney selection process to properly match the needs of the company with the credentials of the attorney.Additionally, options should be explored regarding the billing and payment methodologies the attorney is willing to entertain. The financial resources and cash flow of young companies will likely have a direct impact on the financial agreements entered into with legal counsel. Further, companies desirous of offering the attorney a stake in the company as full or partial payment for legal services need to be mindful of ethical restrictions applicable to the lawyer, as well as exceptions to the lawyerʼs malpractice coverage arising from his or her role with the company

The purpose of this paper is to examine the implementation of the verified gross mass (VGM) rules in Hong Kong.

The purpose of this paper is to compare the IMO Guidelines and the Guidelines produced by the Marine Department in Hong Kong.

The drafting of the Hong Kong Guidelines is not as clear and detailed as the International Maritime Organization (IMO) Guidelines.

Shipping companies should review their sea carriage contracts to see whether new clauses should be inserted to solve problems arising from the VGM requirement.

A research by direct analysis of the IMO and the Hong Kong Guidelines on the implementation of the VGM rules in the Safety of Life at Sea (SOLAS) is shown in this paper.

Book review by Lori Wagner. Henry, Colette, ed. Entrepreneurship in the Creative Industries: An International Perspective. Cheltenham, UK and Northampton, MA: Edward Elgar Publishing, 2007. ISBN 9781845426101

TransLighting Group, Inc. consists of two companies all centered around the transportation industry. The original company, TransLighting, was started in 1962 by Henry Phillips. Henry was an engineer with Ford Motor Company specializing in braking wiring systems. Over an eight-year period, he designed and patented several wiring and harness systems that are used in cars as of the 2006 model year. Back in the 1950s Henry had the opportunity to learn about and use LED technology. He even came up with a process using this technology to increase brake light visibility (i.e., the third or middle brake light on most cars). In June 1961 over dinner with another engineering buddy, Bill Acken, Bill figured that they could use this same technology to display roadside messages for motorists. Following license approval from Ford, Bill and Henry started TransLighting in White Lake, Michigan.

The Reverend R. Stephen Shuart is an Episcopal priest by profession. He is rector of two parishes and serves on the Diocesan Financial Committee and as a rural dean. However, he has spent most of his wage-earning life as owner/operator of Stephen Shuart Export Co., an internationally known photographic business, located in Kane, Pennsylvania. Shuart℉s unique entrepreneurial endeavor has been the subject of a televised news feature, and the object of camera collectorsʼ attention since his company℉s inception in the early 1970s.

In 1983 Ted Leonsis survived a crash landing of a plane he was on.This fateful event proved to be a pivotal point in his life. One of the byproducts of that near-death experiences is Leonsisʼ list of 101 things to do before he died‐a “bucket list” before the movie of that title came out. Leonsis has managed to accomplish more than two-thirds of the things on his list including owning a sports franchise (the Washington Capitals), changing someoneʼs life via a charity, sailing the Caribbean, and being on the cover of a magazine. As impressive as these accomplishments are, they do not reveal the person underneath these accomplishments or what has driven this serial entrepreneur. In previous interviews appearing in NEJE, we have explored how a personʼs faith tradition impacts how they run and manage their businesses. In this interview Leonsis reveals how his life was shaped by both his early childhood and the transformational experience of a crash landing. This interview examines not only what drove Leonsis to success, but also why he feels failure is important. Along, the way he offers his perspective on corporate social responsibility and why it is so critical for individuals and companies to give back to society. And finally, Leonsis shares what he has learned about the secret to happiness.