Maritime and admiralty laws are unique and foreign to many attorneys. I have more than 20 years of Coast Guard experience, followed by more than 10 years of private law practice. In the Coast Guard, I was a chief of a regional examination center and a marine casualty investigator, in addition to work aboard ships. These experiences provided me with a deep insight into the matters associated with maritime law.
When you have a legal dispute involving the operation of watercraft on the Great Lakes, or if you are considering purchasing a boat or seeking a merchant license to sail on Lake Erie or other local waterways, it is in your best interest to work with an experienced attorney, one who knows the specialized rules that apply in admiralty and maritime matters.
At my office, Thom Cafferty Law Office, in Toledo, I handle a wide range of maritime and admiralty issues for clients throughout Northwest Ohio. I have decades of experience and extensive knowledge of the laws that apply to the operation of watercraft on the Great Lakes and other local waterways. Contact me to set up a free one-hour initial consultation or call 419-244-0169.
a mountain group in northwestern Victoria Land (East Antarctica) stretching more than 100 km. The western spurs of the range meet the Ross Sea below the Adare Peninsula. Mount Sabine (3,850 m) is the highest peak. The range is composed mainly of Precambrian sandstone, clay shale, and limestone with granite intrusions in some areas. The range is marked by valleys filled with huge glaciers. Discovered in 1841 by an English Antarctic expedition under James Ross, the range was named in honor of the British Admiralty.
Admiralty and maritime law governs disputes that arise on vessels operating on the ocean and some other bodies of water. Common suits brought under admiralty law include damaged cargo, injured seamen, collisions between vessels, and maritime pollution.
One of the key components of any legal dispute is the determination of jurisdiction, i.e., which court has the authority to hear and resolve the case. One of the principal ways of establishing jurisdiction is based on the physical location of some important aspect of the dispute, e.g., where an injury occurred, where a contract was signed, or where business was conducted. When the issues relating to a legal dispute arise on a ship in the ocean, or on a lake or river, that determination can be more challenging. In response, a vast body of law, known as admiralty or maritime law, has developed. This area of law governs a broad range of matters related to navigable waters in and connected with the United States.
As shipping was one of the earliest forms of intra-country commerce, it should come as no surprise that admiralty and maritime laws have been around for thousands of years. Both Byzantine and Roman legal codes contained laws governing trade on the high seas. In England, the first admiralty laws were enacted by Queen Eleanor of Aquitaine.
The laws of admiralty govern most legal issues that arise on the navigable waters within and contiguous with the United States. Admiralty (or maritime) law addresses a wide range of issues, including personal injuries sustained by workers or passengers on watercraft, cargo damage, collisions on the high seas, salvage operations, and maritime product liability claims.
All new maritime workers need to know what admiralty law is and how it can protect them should they be injured while performing the duties of their job. Admiralty law or maritime law combines the United States and international laws governing shipping and navigation on open waters and the high seas. The laws cover a wide range of areas, including:
Today, admiralty and maritime law are considered one and the same. However, at one time, they were two different things. Originally, admiralty law referred to judicial courts that heard cases relating to torts and contracts on open waters. Maritime law referred to cases related to wages, working conditions, and other hazards seamen faced.
Admiralty law covers a wide range of legal areas. Among those, general maritime law provides remedies for injured seamen, longshoremen, dock workers, harbor workers, and others. The Jones Act, the Longshore and Harbor Workers Compensation Act, the Admiralty Extension Act, and other acts also provide specific rights and legal remedies for maritime-related accidents where workers are injured.
The United States Coast Guard serves as the enforcing agency for admiralty jurisdiction laws for all oceans, lakes, and bodies of water around and inside the United States. However, local law enforcement agencies can also enforce admiralty laws for interior bodies of water.
States specifically have no control over open waters in most jurisdictions. As such, admiralty cases that go to court are typically heard in federal district admiralty courts. While admiralty law applies to federal laws and federal cases, there are times when state courts are allowed to hear admiralty cases.
Many types of accidents and injuries can occur on land or at sea that can fall under admiralty jurisdiction. However, there are often specific laws or acts that will apply based on the circumstances in the case.
To schedule a free case evaluation and consultation, please feel free to contact the admiralty lawyers at Maintenance and Cure, part of the firm of Schechter, Shaffer & Harris, L.L.P., by calling 800-836-5830 today! Our maritime lawyers provide legal representation nationwide.
The laws affecting maritime and admiralty cases are complex and ever-changing. The attorneys at Davidson Meaux understand the intricacies of admiralty law and represent a wide range of maritime and admiralty clients. We are able to adapt to the needs of each individual case.
Because admiralty laws are very specialized, attorneys who practice in this area must possess the experience and knowledge to effectively represent their maritime clients or those who have been injured or suffered losses at sea.
At Griffin & Bivalacqua, we have built a successful admiralty practice that encompasses all aspects of maritime law.Our experience includes representing clients involved in boating accidents, groundings,collisions, and spills.
At Griffin & Bivalacqua, we have helped businesses, individuals, and communities recover compensation for property damages,loss of profits, loss of natural resources, loss of earnings, real damages, and loss of commercial use related to spills and admiralty accidents.
PagePREFACE1Frontispiece photograph; Admiralty Fire Control Clock, Mark I facing 1CHAPTER I.General Description. Diagrams 1, 2, 3, 4 and 5.ParagraphsThe fire control installation2Uses of the clock3Settings required on the clock3General arrangement8Own, enemy and wind settings9Line of sight training15Gun deflection16Drift17Cross levelling18Gun training20Range21Range spotting and range corrections23Gun range26Director setting and tangent elevation27Gun elevation28Time of flight30Main drive (or timing drive)32P.I.L.33CHAPTER II.Reduced Charge, Sub-calibre and Bombardment Arrangements. Diagram 6 and Plate 2.General41A.F.C.C. I fitted for sub-calibre firing sub-calibre42A.F.C.C. I fitted for sub-calibre firing reduced charge44A.F.C.C. I fitted for reduced charge firing sub-calibre46A.F.C.C. I fitted for reduced charge firing reduced charge48A.F.C.C. I* fitted for reduced charge firing sub-calibre50A.F.C.C. I* fitted for reduced charge firing reduced charge51Firing special bombardment charges with A.F.C.C. I and I*52Special range spotting dials for use with bombardment charges57Keeping tuned to equivalent full charge range58Procedure when using bombardment charges, smoke shell59CHAPTER III.Mechanical Description. Plates 3 to 19.General61To open and close the clock62Bearing (Plates 4 and 8)64Own, enemy and wind speed settings (Plates 3 and 4)70Gun deflection (Plates 5 and 6)74Drift(Plate 7)81Cross levelling (Plate 9)83Gun training (Plate 8)86Clock range (Plates 10 and 11)87Range spotting (Plate 13)91Range corrections (Plate 12)94Gun range (Plates 5 and I4)99Tangent elevation (Plate 14)101Director setting (Plate 15)102Dip (Plate 15)103Gun elevation (Plates 15 and 16)104Time of flight (Plates 14 and 17)107The main drive (or timing drive) (Plate 18)110Datum deflection (Plates 6 and 8)111Datum range (Plates 11 and 19)112Bearing P.I.L. (Plate 19)113Range P.I.L. (Plates 13 and 19)113CHAPTER IV.Electrical Description. Diagram 7 and Plate 20.Electrical transmissions (Plate 20)121Other electrical gear124General layout125 v CHAPTER V.Erection and Initial Adjustment. Plates 3 to 19. ParagraphsGeneral141Adjustments of separate sections147Adjustment and lining up of clock as a whole148CHAPTER VI.Maintenance.Lubrication151Electrical152Testing161CHAPTER VII.Theory. Diagrams 8 to 20.Geometrical calculations of P.I.L. corrections172Deflection factors178Range correction factors181Ballistic correction factors185Time of flight calculation187Dip "fudge" at low ranges188Approximation in elevation for range at high elevation189Approximations used in A.F.C.C. I*190APPENDICES. PageAppendix I.Definitions used in the text40Appendix II.Abbreviations used in this Handbook40A