AAA Annual Report 2024

Annual Report 2024

The Association of Average

Adjusters

Front Cover Image: The Kyrenia Ship is the wreck of a 4th-century BC ancient Greek merchant ship. It was first discovered in 1965 close to Kyrenia (Keryneia) in Cyprus and excavated from 1967 to 1969. The ship, which probably sank between 294 and 291 BC, carried 381 amphoras or transport jars containing a cargo of wine, olive oil, and almonds, in addition to millstones and iron billets. The ship’s trade route included Rhodes, Cyprus, Egypt and the Levant. The photograph shows a full-size, sailing reconstruction of the ship, built in 1985 and known as Kyrenia II. Reproduced courtesy of Marinos Sekkides.

Officers of the Association 2023/24

Chairman - Burkhard Fischer Vice-Chairman - Chris Kilbee

Hon Treasurer - Tristan Miller

Convenor of the Examining Committee - Keith Martin

Convenor of the Advisory and Dispute Resolution Panel – David Clancey

Secretary - Ann Waite Administrator - Emily Groves

Email: admin@average-adjusters.com

Tel: (+44) 20 8156 6228

Secretariat: c/o Emily Groves, Charles Taylor Insurance Services Limited

2 Minster Court, Mincing Lane, London EC3R 7BB www.average-adjusters.com

CHAIRMAN’S INTRODUCTION

As my chairmanship comes to an end, I am looking back at eight years, during which I had the privilege of contributing as Vice Chair and finally as Chair to the further development of the Association of Average Adjusters, and during which we have all seen the membership become younger, more international, and more diverse.

This last term has seen some changes, mainly the retirement of Ann Waite as our Secretary for the past eleven years, and the appointment of Judy Houlden as her replacement. The recruitment process, together with the organising of the First Asian Gathering of Fellows, Senior Associates and Associates, which took place in Singapore in January 2024, has resulted in a slight overspending, and for the coming term the Association aims to return to balanced accounts. Despite a tight budget I very much hope that the initiative to establish regular international gatherings at locations other than London will continue to flourish. The purpose of these meetings, is on the one hand a much welcome opportunity for members to meet face to face, and on the other hand the promotion of the Association and what it offers to its members in terms of qualification by exams, as well as the promotion of the role of the average adjuster within the marine insurance industry.

A lot of progress has been made during the last two years with the restructuring of the exams. Our Convenor Keith Martin is doing a wonderful job, but the many tasks could not be taken on by him alone and have, therefore, been spread over several members of the examining committee, who are asked to dedicate their time and expertise to further improve the quality of the professional exams. More streamlining is underway, moreover, the mentoring initiative that has taken off for the first time beginning of this year will assist future candidates to better assess when they are ready to sit the challenging Fellowship exams.

I am delighted that Ann Waite has accepted to have her name put forward as Honorary Chair for the coming year, and equally delighted that Chris Kilbee has agreed to serve a further term as Vice Chairman and, as a matter of fact, “acting” Chair. With the new Secretary Judy Houlden on board, I am convinced that we will see a lot of enthusiasm and energy to steer this great Association to new heights.

The picture chosen for this Report, a model of a shipwreck discovered close to Kyrenia in Cyprus, which probably sank between 294 and 291 BC whilst trading in the Mediterranean, is obviously a reference to Cyprus, where I have spent most of my professional life as an average adjuster. However, it should also remind readers that life at sea is dangerous for seafarers, and that we should never take their service for granted.

Burkhard Fischer

THE 155th ANNUAL CONFERENCE of

the

ASSOCIATION OF AVERAGE ADJUSTERS

held at:

Lloyd’s Old Library

One Lime Street

London

EC3M 7HA on Thursday, 9th May, 2024

In the Chair: Mr Burkhard Fischer

THE SECRETARY: You are well behaved today. I did not need to bring you to attention nor do anything. For those of you that do not know me I am Ann Waite, the current Secretary of the Association of Average Adjusters. Welcome to you all. Could you make sure you have got your phones off or on silent. Thank you very much. I would like to welcome Mary Krelle, who is our stenographer, and she will be taking a record of the meeting today. All that remains for me to do is to pass over to our Chairman, Burkhard Fischer, to commence the meeting.

THE CHAIRMAN: Good morning, ladies and gentlemen. Welcome to the 155th Annual Conference of the Association of Average Adjusters, and I would like to thank Lloyd’s for hosting it once again.

Before I begin, you will notice that we have a new face on the podium, I would like to introduce Judy Houlden, who will be taking over as Secretary of the Association tomorrow. More on this later.

Before we start, I would like to welcome our distinguished guests:

Jeanne Carr Association of Average Adjusters of US & Canada

Grady Hurley US Maritime Law Association

Michael Steemers Association Mondiale de Dispacheurs

Stefano Cavallo Italian Association of Average Adjusters

Vibeke Kofoed Nordic Average Adjusters Association

Ángel Galván Spanish Association of Average Adjusters (AELA)

Bjørn Slaatten Norwegian Government appointed Adjuster

Tetsuya Kondo Association of Average Adjusters of Japan

At the Annual General Meeting of Fellows, held yesterday, Ann Waite was elected as an Honorary Fellow of the Association and to serve as Chair of our Association for the year 2024/25. (Applause)

Allow me to say a few words about Ann’s impressive career. There are not many personalities in London’s marine insurance market that have held as many senior and executive positions as Ann Waite. Prior to forming AW Marine, her very own consultancy firm in 2013, Ann held the position of Head of Claims and Head of Hull with Aon. Before that Ann had spent many years in the broking community amongst others with Willis, CE Heath but also with Dex, a hull and machinery insurer.

Ann, who holds an FCII title and is also an accredited mediator, was already well known in the market before 2004, but when she, together with her team of dedicated professionals, founded the International Marine Claims Conference which then took place every year in Dublin, there was hardly anyone in the international marine claims community that did not know her or of her. It was therefore no surprise at all when she became the Secretary and the face of the Association of Average Adjusters in 2013.

Having worked with Ann since 2015 when I joined the Committee of Management and a lot more since I became Vice Chairman in 2016, I can say that she was vital in getting the organisation organised - and me organised! But of course that is not all. It is her personal qualities that made working with her an absolute privilege and pleasure. Her reliability, discipline, knowledge and focus that she brought to the table were second to none.

All good things come to an end and it is sad to see Ann leave as our Secretary, but before we let her retire, we, the Committee of Management, decided to honour her and her achievements by recommending Ann Waite be elected as an Honorary Fellow of the Association, and since Ann is now an Honorary Fellow, and we felt that this was not enough to celebrate someone who has truly earned the respect of an entire industry, we asked her if she would be prepared to postpone her retirement for another year in order to become our Honorary Chair for the term 2024/25 which, as I have already reported, she has accepted.

Before I ask Ann to stand, I would like to present her with flowers. This is not because she has been elected Chair because we are not creating any precedent here. This is a farewell gift on your retirement as Secretary of the Association from all members. Thank you very much for 11 years and for all you have done. (Applause)

Now I will ask you to stand, and I know you will wish to join me in congratulating Ann on her election as Chair and wishing her a successful year in office.

THE SECRETARY: Thank you, Burkhard. First, I would like to thank the Fellows for presenting me yesterday with this wonderful sculpture at the private meeting. I am extremely touched. It is lovely.

It seems to me that it was only yesterday that it was suggested by my then boss, Trevor Minter, that I join the Association and attend the Annual Dinner. In those days it was very much a case of the lesser-spotted woman at all these market events. I even managed to start smoking cigars, as I was desperate to fit in. It shows you how long ago it was! Well, some 35 years on, how refreshing it is to see how many women we now have within the Association, and I am therefore hugely honoured to be the first woman to have been elected as an Honorary Fellow and been asked to chair the Association.

As many of you know, I am not an average adjuster and, although I am a Fellow, as Burkhard mentioned, it is of the CII, not the AAA. However, my whole career has been within marine claims mainly as a broker but also on the insurance side and that means I have worked very closely with the average adjusting profession. I therefore have huge respect for the role that they play within our industry, and in addition, the last 11 years as Secretary of the Association have been rewarding, enlightening and enjoyable. I have done a lot of nagging which all the Chairmen have taken very well!

I am of course absolutely dreading this time next year when I will be delivering Agenda Item 3, the Address. Please be kind to me. Thank you very much. (Applause)

THE CHAIRMAN: We also confirmed Chris Kilbee as Vice Chairman yesterday. Chris, who was elected last year, is able to join us this year from his home in Perth, Australia. Chris started his working life in London in 1975 and apart from 12 years in Perth and Sidney, he has been practising as an average adjuster in Singapore since 1977. He qualified as a Fellow in 1987 and heads the MCO (Marine Claims Office), an adjusting firm with offices in Singapore, Jakarta and Perth. Chris, perhaps you could stand up for those who do not know you. (Applause)

The other officers of the Association remain Tristan Miller as Treasurer, Keith Martin as Convenor of the Examining Committee and David Clancey as Convenor of the Advisory & Dispute Resolution Panel.

1. Report by the Chairman, Burkhard Fischer, on the past year of the Association

Now for a review of the activities of the Association over the last 12 months. At the beginning of each Annual Conference it is the Chairman’s task to report on the passing of Fellows and I am afraid that during the past 12 months the Association lost one active Fellow, one Honorary Fellow and one Honorary Life Fellow.

Fellow Chris Tang passed away on 29 July 2023 at the age of 72. Originally from Hong Kong, where he started his adjusting career, he moved to Singapore in about 1976. He then worked for Manley Stevens, which was eventually taken over by RHL. Chris became the Chief Executive and Head in Singapore and Malaysia of RHL/Charles Taylor before joining Asian Capital Reinsurance in 2007. In 2013 he returned to adjusting, setting up Asia Maritime Adjusting Pte Limited in Singapore. Chris qualified as a Fellow of the Association in 1982 and was a member of the Examining Committee from 1997 to 2007.

In November 2023 we learned about the passing of Honorary Fellow Jonathan Gilman KC, who was widely recognised as an expert on matters relating to marine insurance and is known to us mainly as the co author of “Arnould’s Law of Marine Insurance and Average” for several editions, the last one being the 20th edition that came out in 2023. After graduating from Oxford in 1963, Jonathan Gilman became a member of Essex Court Chambers in 1966 where he pursued a successful career in insurance and shipping law, taking silk in 1990. Jonathan became widely recognised on matters relating to marine insurance. He regularly acted as counsel

From left to right: Chris Kilbee, Burkhard Fischer, Ann Waite

in cases in the Commercial Court and appellate courts including the House of Lords and in arbitrations, and regularly acted as umpire or arbitrator.

On 17 December 2023 Honorary Life Fellow John Wilson died at the age of 95. Possibly not too many of us here in the room have met John personally, but his name is known to all of us mainly for his contribution to our holy bible, “Lowndes & Rudolf”, as junior editor of the 10th and senior editor of the 11th and 12th editions. A training manual, which he called “101 Damnations” (and we all know where that comes from!) is evidence of John’s great sense of humour. Having joined Hogg Lindley in 1943, amazingly when he was only 14 years old, he worked his way up through the firm and became a Partner in 1964, until 1981 in London and later in Hong Kong and Tokyo. John Wilson was Chairman of the Association of Average Adjusters in 1988 and after his retirement was made an Honorary Life Fellow.

Events

Representatives of the AAA attended the following events.

The Association of Average Adjusters of US and Canada’s annual meeting and dinner on 3 and 4 October 2023 in downtown Manhattan was attended by me. The Chairman Joe Grasso hosted a private dinner prior to the AGM. There was no formal address at the AGM; instead there was a panel discussion covering topics such as modernising the Bylaws, educational initiatives and strategic alliances. In the evening I attended the formal dinner.

The annual gathering of the AMD from 2 to 4 November 2023 took place in Buenos Aires and was attended by me. The Assembly on 2 November was held with 18 AMD members, with the Chairs of both the AAA of the US and Canada and UK Association attending as guests. Topics discussed included LOF, autonomous ships, the “Longchamp” and Emission Trading Systems. Michael Steemers was elected as new President, and Willum Richards as Vice-President. The next General Assembly will be held in France from 6-8 September 2024. Very enjoyable events surrounding the General Assembly stretched over three days.

Fellow Andrew Slade attended the Salvage & Wreck Conference on 6 and 7 December 2023. He reported that the conference was well attended, particularly by lawyers, P&I insurers, public authorities and salvors themselves. As might be expected, in both the presentations and the topics of general discussion, there were recurring schemes of: environmental concerns; fires and batteries; and how delays in agreeing terms of engagement (and remuneration) can negatively affect the speed of response.

I attended the UK Chamber of Shipping Dinner on 5 February 2024, a major event with 735 guests from more than 350 companies attending. There were speeches from Sarah Treseder OBE, CEO of the UK Chamber of Shipping, the Chamber’s President, Graham Westgarth and others, with the main focus on efforts in advancing the interests of the UK shipping industry and their commitment to fostering a thriving maritime sector.

On 19 March I attended the ISU dinner and the following day Tristan Miller and I attended the Associates Day. As usual the dinner was held at Trinity House and there was a good atmosphere at the event. At the Associates Day several topics were discussed, amongst which ideas of how to increase the use of LOF and better highlight its ESG benefits, the new BIMCO Wreckstage form, sanctions in connection with salvage and the difficulties and high costs that salvage companies face in compiling wreck removal tenders.

The Claims Council, facilitated by Fellow Paul Rowland, continues to meet to share ideas, discuss current topics and generally encourage communication between the adjusting and claims markets. Our participation in the Claims Council is an opportunity to maintain awareness of the AAA and what the AAA brings to the industry.

International Events

During a Zoom call with the younger generation of Fellows in January 2023 we explored ideas about what could be done to further promote the Association and to enhance its value especially for the international membership. It did not take our Vice Chairman, Chris Kilbee, long to start working on an event in Singapore with the working title “First Asian Gathering of Fellows, Senior Associates and Associates”, which took off in Singapore on 18 January 2024.

During the gathering several topics were discussed, mainly concerning the AAA’s membership in Asia, but also adjusting issues and current affairs. Another point on the agenda was to decide on the format, content and timing of an annual Asian based AAA meeting going forward, alternating between Singapore and Hong Kong. The gathering was a great success with 38 members attending from nine countries. The next and first full gathering, sponsored by the AAA, will be in Hong Kong in January 2025. Seminars and social events will take place and all categories of members will be welcome to attend. I would like to thank Vice Chairman Chris Kilbee and his Organising Committee, consisting of Matthew Cao, Raymond Wong, Cory Chow and Willum Richards for making this event happen. Whilst the Association’s budget is not geared to finance several of these events on an annual basis, it is hoped that the example of Singapore can be copied for other locations considered worthwhile for a promotion of the Association, for instance, Athens.

Seminars/Webinars

Two lunch-time seminars, both hybrid, which the Association holds annually in conjunction with the IUA took place in London on 1 November 2023 and on 19 March 2024. A seminar with the title “Recoveries - are you missing out?” was presented by Fellow John Thompson on 1 November 2023, in front of 22 in-person attendees and 71 people dialling in from locations all over the world.

The second seminar with the title “Ballast GA: trade: No cargo? No problem!” was held by Fellow Nanami Hara on 19 March 2024, with 33 in-person attendees and 77 dial-ins. Both seminars were successful, and they show that our contribution to the market is greatly appreciated. Despite the declining number of inperson attendees, suggesting that the IUA-AAA seminars could possibly be held as pure webinars, the current

Attendees at the First Asian Gathering of Fellows, Senior Associates and Associates

format, which includes coffee and biscuits served prior to, and a sandwich lunch following the seminar, provides London insurance market professionals with a much welcome opportunity to meet face to face.

Membership

The AAA membership as of 27 April 2024 is as shown below. Please note that this does not include changes as a result of the recent exams.

In 2023 we saw a reduction in most categories, but the current figures appear to show a stabilisation of the membership figures. The good news is that this year we have 225 for the dinner compared to 207 last year, so over 50% of our membership is attending the Savoy dinner tonight.

Advisory Panel

David Clancey continues to chair our Advisory Panel and deal with any referrals. He has reported that we received no approaches for an opinion or assistance with resolving a dispute. It is a bit disappointing not to see the insurance and shipping markets make more use of this facility. Regardless, I am sure that the ability of our members or indeed the markets to refer members to such a panel continues to be greatly appreciated and my thanks go to David and members of the panel for the time they provide.

General Average Sub-Committee

On 10 November 2023 the English High Court handed down its decision in The Star Antares case, in which the judge found that, as a matter of ordinary use of language, the word “York Antwerp Rules 1994, or any subsequent modification thereof” in the Congenbill 1994 bill of lading form were wide enough to encompass subsequent editions of the York Antwerp Rules. He therefore decided that the York Antwerp Rules 2016 should be applied. The AAA had not been made aware of the case before trial, but had subsequently been in contact with the claimants’ solicitors to offer assistance in clarifying the background and longstanding practice on this point, including the possibility of applying to act as an intervenor in any appeal. The claimants finally decided not to appeal the decision of the High Court, despite its widespread and important implications. The Association sent two circulars to its membership, pointing out the long-standing practice of adjusters, namely that the subsequent versions of the York Antwerp Rules were new sets of Rules rather than modifications, so that under the Congenbill 1994 the York Antwerp Rules 1994 would apply. This approach echoed the comments of the advocates on the adoption of the 2004 Rules at the Vancouver CMI

Conference, who emphasised the importance of these being recognised as a new set of Rules. In the absence of any appeal, it must be accepted that “The Star Antares” judgment sets out what is now the position under English law where this is expressly provided for. Moreover, the Association advised its members and the main industry stakeholders that it will remain at the disposal of all parties involved in general average cases, in order to assist in reaching pragmatic and equitable solutions to the anticipated problems.

New AAA Secretary

After Ann Waite’s decision to retire as Secretary of the Association of Average Adjusters after the May events this year, we are delighted that Judy Houlden has agreed to take over the role of Secretary. Judy started officially on 1 March 2024 and will assume the role of Secretary tomorrow. Since the beginning of this year she has been shadowing Ann mainly in order to live through the busy period from January to May, including preparation of the March exams and the May events. We all welcome Judy as our new Secretary and wish her many interesting and satisfying years with us. Please do take the opportunity to meet Judy during the events of today.

James Brewer - Retirement

James Brewer, a freelance journalist, has served as the Association’s public relations consultant for the past 10 years, drawing up press releases for the approval of the respective Chairmen and Management Committee members, and of the speakers at our seminars, conferences and annual dinners. He tells me that he has appreciated the kind and ready co-operation of all the AAA Chairmen, the Secretary and the many seminar presenters who have helped him report on aspects of marine insurance and law that were of a technical and sometimes contentious nature. James began his career in local journalism, including the Fleet Street offices of leading provincial newspapers, and for 25 years was on the staff of Lloyd’s List, the final eight years of which were as the insurance editor of the paper. We have greatly appreciated James’s time with us and I would like James to come up to receive a small gesture of our thanks. (Applause)

Moving forward, we are in discussions with Mike Elsom, who has also had extensive experience in the maritime arena and the idea is that he will assist us with our public relations. Alongside this, Judy is going to increase our LinkedIn profile which apparently is the more embraced mode of communication with our members and partners.

I would now like to thank all those who during the past year have contributed to the smooth running of the Association:

• The officers and committee members of the Association

• Fellows that have contributed to seminars and other projects

• The Secretariat, Charles Taylor Insurance Services

• And of course Ann Waite, who has been of invaluable help for the 11 years that she has been the Association’s Secretary

Thank you to all. I very much appreciate all your work and support.

Examination Awards

As you are probably aware, the Association has a modular examination system and I am pleased to advise that during the last 12 months we had seven members qualify as Associates.

George Papadiamantis (Athens)

Ezra Qiao (Beijing)

Adrian Laflin (London)

Ranahumaira Savira Putra (Jakarta)

Karina Tan (Jakarta)

Jiajing (Eden) Sun (Shanghai)

Emily Simons (London)

All passed Module A1 (Marine Insurance Act, Insurance Act and related principles of insurance) and Module A2 (Hull and Cargo Claims.) We hope that they will carry on to take some of the Fellowship modules.

Associates who then continue and pass Fellowship Module F1 (General Average, Salvage and Carriage of Goods by Sea) plus one other Fellowship Module are awarded Senior Associate status.

I am delighted to advise that we have three new Senior Associates. They are all here. I would ask them to come up and receive their certificates and badges. (Applause)

Ioanna Kafka, The Swedish Club, Piraeus

Alice Duncan, Richards Hogg Lindley, London

Ronaldo Drège, Albatross Adjusters, Limassol

Of course, the highest qualification is the achievement of Fellowship status. These modules require candidates to have a detailed knowledge of their subjects and the pass mark is 75%. The papers for Modules F1, F2 and F3 are of three hours’ duration. In addition to the core topics, a number of questions on miscellaneous matters are included. The Practical Adjustment paper F4 lasts up to seven hours when the candidates are required to show their adjusting skills.

I am now delighted to announce that we have two new Fellows, Capt. Manoj Rappal Varrier, BP Singapore Pte Ltd, Singapore and Deji Sasegbon, Campbell Johnston Clark, London, both of whom are here today. (Applause)

New Fellows and Senior Associates

L to R: Alice Duncan, Capt. Manoj Rappal Varrier, Deji Sasegbon, Ioanna Kafka, Ronaldo Drège

The Chairman’s Address 2024

“When War Risk Becomes War Reality”

Ladies and gentlemen, the reason we are all here today, the reason our profession exists, is that the sea is an unpredictable place. For thousands of years humans have tried to bring order to that unpredictability. To understand the wind and tide, chart the rocks, spread the risks and control the behaviour of all those who set out on the high seas. And extraordinary things have been achieved through that effort. International maritime law, sea safety, the marine insurance industry, the machinery that has tarmacked the oceans and turned them into the trade superhighways we all rely on. But of course, despite all this progress the sea retains its ability to shock. Hurricanes, typhoons, rogue waves. And even on what might seem like the calmest of days, a ship can run aground, fire can break out, ships can collide, or sink, or pirates might attack. These are the major fortuities, the perils of the sea. And on top of these ancient dangers, the superhighways we have created generate their own problems. Modern vessels are floating power plants, and the 50,000 merchant vessels at sea each day are owned and operated by people, who despite all our laws and institutions have the power to behave in 50,000 different ways. Our seafarers work under intense pressure, far from home, and the support we take for granted. They can make mistakes. This potent cocktail of ancient and modern dangers means that sea has a unique capability to generate new and unusual problems. Now of course, this audience knows all of this already! You know because you are the lucky people to whom these problems come. Complex problems, tricky problems. I am telling you this because I want to emphasise how challenging our job can be even under “normal” circumstances. Because today I am going to go even further and discuss what happens when on top of all of that we add another layer of complexity: War.

As we speak the Israel/Palestine conflict continues and alongside the terrible human cost, it has had a severe impact on shipping. Dozens of missile and drone attacks on commercial ships, the sinking of the Rubymar after being struck by a missile in February 2024. Houthi assaults have forced vessels away from the Suez and Bab-el-Mandeb, causing major delays as they navigate the Cape of Good Hope instead.

But today I want to talk to you about another ongoing conflict and reflect on its impact.

It has been over two years since the Russian Federation’s Army attacked Ukrainian cities and ports. During that time, we have all had to contend with the chaos it has caused. The great military theorist Clausewitz wrote in the early 19th century: “Everything is very simple in war, but the simplest thing is difficult”. I do not think he had the poor marine insurance profession in mind when he wrote that, but it certainly rings true for any of us dealing with the maritime consequences of Russia’s invasion. Ever-changing regulations affecting war covers, sanctioned entities, persons and cargo, the looming threat of an aggregation of losses and the breaking away of reinsurance facilities.

I can perhaps offer you some consolation by telling you that for centuries our predecessors have been contending with similar shocks. And so today I want to draw some parallels between this war and the challenges of the past. To look at how they responded and shaped the attitudes we hold today. Fittingly I want to start at the beginning and look at the problems posed by moving from peace to war.

The war in Ukraine began on 24 February 2022, and one day later official announcements that all ports of Ukraine were closed for entry and exit were made by the Ukrainian Government through the country’s embassies and also by the Ukrainian Chamber of Commerce.

This was accompanied by NAVTEX warnings about mines in the Black Sea. All this after weeks of rumours about an impending military operation. But despite all of this the shock was undeniable. The detention of some 70 foreign-flagged vessels in Ukrainian ports came as a surprise not only to vessels’ owners and charterers, but also to the war risk underwriters. Despite its name, war risk cover is not actually designed against the risks of an actual war. Purchased at a low premium it is there to cover against the legacy of war in times of peace. Derelict mines, bombs and other rusting weapons left behind. As soon as an actual live war comes into the equation, or even the perception of an increased regional risk, there is a termination clause that allows war underwriters to cancel with seven days’ notice. Reinstating the cover then comes with a hefty additional premium, noting the additional risks of aggression.

You would assume that anything in this world may be insured against any imaginable risks, for the right amount of premium. But war is different, because it involves deliberate devastation, and if the war becomes effectively a world war, even an enormous reserve would not be adequate to meet the expected losses. Out of these considerations the concept of two premiums developed. The first premium was paid for the whole period of insurance, the so called basic war cover, whilst the second is the additional war risk premium, for visits made by the insured ship to geographically defined areas with a high element of danger. The cover is automatically cancelled, with no option to reinstate, in case of a use of nuclear weapons or the outbreak of a world war.

In the case of Ukraine, things happened so suddenly that there was only a small gap of two days between the time when the war insurers’ notice of cancellation became valid and the date when the invasion happened and vessels were detained. This means that war underwriters had only just begun to charge additional premiums. So, the question arose of who pays the additional premium!

Voyage charters do not usually permit shipowners to recover the additional war risk premium from the charterers, as additional war premiums are supposed to be covered by the freight. It is different for time charters, and several law cases such as The Athos, The Antaios and The Oinoussian Virtue [all in 1981] clarified that, whilst the basic war risk premium was for the shipowner, any additional premium related to a ship’s entry into an additional premium area was for time charterers. But for vessels detained in Ukrainian ports in February 2022 the situation was different.

Confusion reigned between shipowners and charterers, the latter protesting that they had never signed up to trade a vessel in a war risk area and should not be on the hook for premiums 5% of the sum insured per week. Case law was on their side.

Let us go back to 22 September 1980, and the m.v. Elvia, at that time in Basrah as war broke out between Iraq and Iran. She had been chartered on the Baltime form for 18 months, two months more or less, and subject to the option was due to be redelivered on 20 May 1981. Hostilities prevented her from sailing, and by 4 October 1980 it had become clear that they would last a long time. The Court of Appeal upheld the decision of the umpire that the charter was frustrated on 4 October. The House of Lords agreed.

Other cases from the Iran/Iraq war followed that precedent. The Wenjiang in 1983. On similar facts an arbitrator decided that its 12 month charter had been frustrated. Bingham J found no grounds for interfering with the arbitrator’s decision, although a later appeal suggested that the official date of the frustration could have been moved slightly earlier. The Chrysalis in the same year - a legal arbitrator found that its charter had been frustrated in November 1980 in circumstances similar to the Elvia and Wenjiang, and it was not disturbed by Mustill J.

All of which bring us back to Ukraine in February 2022. Existing charter parties were cancelled based on that frustration, leaving owners of detained ships with a choice: don’t pay the additional premiums, meaning

the war risk cover would not be reinstated. Or try to negotiate the premiums down with the underwriters, by reducing the vessel’s sum insured. I remember discussing this with shipowners at the time, and they struggled to find out what the exact exposure was in case their war risk cover was not reinstated, particularly in regard to a potential CTL claim for detainment. And on that note, let’s look a little closer at detainment. Those 70 unfortunate vessels and in particular, the questions it posed.

The detention of so many foreign-flagged vessels in Ukrainian ports brought another Middle Eastern case back into the limelight: Scott v Copenhagen Reinsurance Company [2003]. A British Airways aircraft was stranded in Kuwait as Saddam Hussain invaded in August 1990 and later during Operation Desert Storm was destroyed by allied bombing, still within the policy period. Given that the aircraft was destroyed after the start of the war, Lord Rix and the Court of Appeal ruled that the triggering event for the loss was the commencement of hostilities.

In Ukraine similar situations arose. It was clear that cover under the detainment clause would apply if it started before cancellation. But was there still cover if the vessel was destroyed after cancellation but before the 12-month period of detainment was over? Based on Lord Rix’s ruling on Scott v Copenhagen Reinsurance, it seemed possible to argue for ongoing cover. Namely, that a vessel detained at the outbreak of war was already in the “grip of the war peril” having received a “potential death blow” and therefore would remain covered against other war perils thereafter, like mine and missile strikes. If so, an owner would not have to worry about additional premiums.

Another question that came up was, whether underwriters were in fact entitled to levy an additional premium on a subject matter insured that ceased to be at the shipowner’s free disposal. I have to admit I was struggling to find a satisfactory answer to that question, possibly because there is none. In his judgment on Lucena v Craufurd [1806] Lawrence J said that premium is “a price paid adequate to the risk”. So, how did it play out?

I said before that war risk insurance was commonplace and purchased at sometimes ridiculously low premiums, in principle because it is designed to operate in times of peace and terminated by underwriters at the first sign of a possible actual war. The situation in Ukraine was unique in the sense that many vessels had entered Ukrainian waters and had made fast at Ukrainian ports when they were in fact covered by the basic war risk insurance with no need to reinstate the policy with a higher premium. Being liable potentially for a great number of CTL claims with hardly any additional premiums paid at the time of port closures was bad news for war underwriters, and perhaps the current low level of basic war premiums must be reconsidered.

It may have been a lapse in communication, but it seems that underwriters initially made few efforts to explain to shipowners the consequences of not paying additional premiums. With time the position became clearer. My discussions with senior practitioners confirmed that a vessel detained in Ukraine at the outbreak of war would remain covered for a CTL claim after a period of 12 months, even with no additional premium paid, and the war risk cover effectively ceased. However, there would be no cover for other war risks.

Now, this rather unfortunate situation for the underwriters led to them trying to strike some kind of a deal with their assureds.

In the past when underwriters have attempted to do this their arguments have always hinged on the likelihood or level of certainty that a vessel can ultimately be recovered from detainment.

A famous example is the Six Days War in June 1967 in which the conflict between Egypt and Israel closed the Suez Canal. The 15 ships transiting the canal at that fateful moment were trapped there for 15 years! Belonging to eight different nations they became known as the “yellow fleet” after the desert sand that coated them. As in Ukraine the underwriters quickly came under pressure to pay on the basis of the vessels becoming

“lost” to the owners. And they did not dispute that those vessels came under the war risk terms. But what they could not agree on was whether the owners had been truly deprived of their vessels. After all the vessels still had crew on board, they could still carry out maintenance, no one else was claiming them and they still had access, however limited by circumstances.

Why was it so difficult for war underwriters to agree constructive total losses of the trapped ships? Although it is established that within the Marine Insurance Act 1906, section 60 is a complete definition of CTL, it was first shown in Rodocanachi v Elliott [1874] and later in British and Foreign Marine Insurance Company v Samuel Sanday [1916] that there was another form of CTL, which existed under common law before the Act. In Rodocanachi v Elliott a consignment of silks destined for Marseilles was passing through Paris, which was besieged by the German army. The owners of the goods served notice of abandonment upon the insurers and successfully claimed for a CTL on the basis that the loss was caused by the “restraint of princes”, a peril insured against.

British and Foreign Marine Insurance v Samuel Sanday concerned two consignments of linseed and wheat aboard two British steamships from Argentina to Hamburg. Before the ships reached Hamburg, hostilities broke out between Germany and Great Britain and both vessels were ordered into British ports. The cargoowners warehoused their goods and served notice of abandonment on their insurers. The House of Lords ruled that there was a CTL of the goods by a peril insured against and brought about by the destruction of the adventure. The cargo-owners could recover. Since the Sanday case it is now firmly established that a claim for CTL of goods may be brought when the voyage or adventure is abandoned or frustrated. The House of Lords in that case was in agreement. This form of CTL must remain valid as it is not in conflict with the provisions of the Act and it is also admissible under section 91(2). However, it must be emphasised that the principle of “loss of voyage” laid down in the Sanday case is only applicable to goods and not to a ship.

It is generally accepted that section 60(2)(i) is primarily concerned with losses likely to have been caused by the capture or seizure of a ship or goods by a belligerent State or other hostile act. Such deprivation of possession may ultimately bring about what amounts to a CTL. The link between capture and this type of CTL was referred to in Polurrian Steamship Company Ltd v Young [1915], where a neutral vessel was detained for six weeks, and her owners claimed for a CTL. Warrington, J when he was considering the meaning of the phrase “unlikelihood of recovery”, confirmed that section 60(2)(i) and 60(2)(i)(a) introduced into the Act to replace “uncertainty of recovery” were related to a CTL by capture. The Court of Appeal upheld the decision of the trial judge, ruling that although the recovery of Polurrian was uncertain, it was not unlikely.

Back to the Suez Canal. Despite doubts about the war underwriters’ legal liability, the market pushed for commercial solutions and this led underwriters to negotiate settlements of between 64% and 78% of the insured value of the vessels. The market responded by introducing the Institute Detainment Clause in 1970 which (with a slightly modified wording) was included in the Institute War and Strikes Clauses in 1983.

In The Bamburi [1982] where a vessel was indefinitely detained in Iraq because of the outbreak of hostilities between Iraq and Iran in September 1980, Staughton J, acting as sole Arbitrator, was obliged to interpret the meaning of “deprivation of possession” in a broad sense, when the owners claimed for a CTL, even though there were still crew members aboard. He accepted that owners had not been deprived of possession, however, they had been deprived of the free use and disposal of the vessel. As with the Yellow Fleet the test of unlikelihood of recovery was applied. And the key in this case was that it did not fall under capture or seizure and instead fell under the peril of “restraint of princes”.

In this connection I should bring up the London Blocking and Trapping Addendum, which was framed against the blocking of the Suez Canal and the Shatt al Arab waterway and the resultant detainment of ships. This clause determines that the inability of a vessel to sail for 12 months as a result of closure of a channel arisen by a “warlike act, or act of national defence” comes within the terms of “restraint”.

Alongside all the debates I have spoken about so far, there is a very obvious element to detainment that requires attention: Time. And time, as Benjamin Franklin noted back in 1748, is money.

Every day an owner is deprived of the free use and disposal of his property, he is deprived of its earning capacity. And war cover can provide for those loss of earnings, for 90 or even 180 days. The complexity comes when this is set against the CTL claims I have just mentioned. Say, the underlying conditions are Chapters 15 and 16 of the Nordic Plan. Under clause 15-17, if the assured is entitled to claim a CTL, loss of hire payments are restricted to a period of one month. At the time of the CTL claim, if loss of hire in excess of one month has already been paid, obviously a very likely scenario, then it should be deducted from the total loss compensation. Clause 15-11 allows for an immediate claim for total loss, providing it has been established the assured will never recover the vessel. But in most cases the assured is obliged to wait 12 months until a claim can be made.

Most loss of hire policies nowadays are based on the Nordic Plan, so, let us assume for a moment that hull cover is also subject to the Plan. Is interest per clause 5-4 payable in the case of a CTL claim submitted after 12 months of detainment? Yes and no! In principle, the assured may claim interest from one month after sending notice of the casualty to the insurer. And the Commentary states that it is that notice of the casualty, not the claim for total loss, that forms the basis of the duty to pay interest. But crucially clause 11-7, sub clause 3, clarifies that the payment of interest is also subject to the assured proving that the vessel will not be recovered. The obligation to pay interest starts one month after that has been proved, unless the circumstances allow a different approach, proving the loss is equivalent to the expiring of the 12-month period. This means that in the end no interest on the claim will be payable by the underwriters. Further, the additional sum insured on freight, disbursements, et cetera, will by no means be sufficient to compensate the shipowner for 12 months of income loss. Because of this, it would seem only fair to grant the shipowner the full loss of hire compensation.

And until the 20th century this was the attitude taken; perhaps understandably. In that era ships were far more fragile than they later became, their wooden hulls deteriorating rapidly when denied the maintenance of their owner. And further, so many losses resulted from piracy, capture or seizure that CTL was a sensible default position. After all, negotiating with a pirate or enemy in those days was even harder than it is now. You had to fight to get your ship back! But that is not to say the issue was not debated. A central figure in that debate was Balthazard Marie Émérigon, an 18th century lawyer and advisor to the Admiralty of Marseilles. He anticipated a presumption of total loss on a policy for value in English law, arising on a variety of perils. In assessing those perils, Émérigon recognised that capture might not cause an actual total loss but that there was usually a chance of restoration. He still considered the practical effect of the loss of possession, stating, “But as soon as the vessel is taken the owners are deprived of the domain or at least of the free disposal of their effects. As against a merchant the property tied up in uncertainty is considered in some manner as if it had no longer existed.”

This justified a right to claim a total loss as soon as the capture occurred. Interestingly, Émérigon noted that the right to give notice of abandonment was absolute following capture and not undone by subsequent events. Émérigon’s writing was important because it provided authority for a decision that defined the issue for the next 100 years.

Goss v Withers in 1758. In this case William Murray, 1st Earl of Mansfield and eminent barrister, politician and judge, drew upon Émérigon’s writings in making his judgment. It settled an instant right to recover in English law based upon the principle that the assured should not be obliged to wait until he had ascertained whether his ship had been recaptured or not. It echoed both Émérigon and the English maxim that “He who is once disabled is ever disabled”. It was the first English decision on capture on a valued policy and permitted a total loss on capture despite strong hopes of recapture and restoration.

After Lord Mansfield’s judgment in Goss v Withers, the courts only looked to facts at the time the action was brought. “Wait and see” was not adopted and the ship was a total loss “while in possession” of the enemy. Benjamin Franklin would I am sure have been delighted, as were the assured!

Early authorities define certain arrests and detentions as closely resembling capture. These permitted the assured to abandon at once. Overlapping with situations of embargo, detentions restricted the assureds’ free use and disposal of their property without direct application of force. Authorities conflicted on whether “possession” was additionally lost, however, generally a total loss was permitted, arguably with a right to abandon at once, although this changed significantly after the 1906 Act.

Messy and complicated as the outbreak of the invasion in Ukraine was, it was at least unequivocally “a war”. But in other cases covered by war risk insurance things are often not as clear. That is particularly true in cases somehow related to customs infringement, where the combination of malicious action and legitimate state responses to it create a particular set of problems for insurers.

To give a recent example, let us look at a Supreme Court decision on the vessel B Atlantic from May 2018. The essential facts of the case are that the vessel was confiscated by Venezuelan authorities, following the discovery of drugs fixed to the vessel’s hull. The owners claimed a constructive total loss from their war insurers, having been deprived of the use of the vessel for a continuous period of six months. That was the prescribed amount of time after which the assured was able to bring a claim under the detainment clause of the war policy. The dispute started because the war insurers viewed the incident as a customs infringement, something not included under the Institute War and Strikes Clauses which the insured’s war policy followed. Initially the court found for the owners on the basis that malicious actions, likely a drug cartel, had started the whole ordeal. But this was overturned on appeal, favouring the insurers. The new conclusions focused on the fact that the loss arose from two separate causes, the malicious action of the persons affixing the drugs to the ship and the infringement of local customs regulations, arising from the concealment. To reach this, the court drew upon legal precedent in English law which dictated that where two proximate causes exist, in which one is covered by insurance and the other not, the insurer is entitled to rely on the exception. A further appeal from the shipowners was dismissed, leaving them with no vessel, and nowhere to turn.

If this sounds grossly unfair to you, I am inclined to agree. I am reminded of Paul Rowland’s excellent 2015 address, where he brought up the adjuster’s natural instinct of what feels right and wrong. Paul concluded that basic instincts are not infallible, and something that may feel like an accident may not actually be one. But even still, the Supreme Court’s judgment on the B Atlantic does not sit well with me. It was not the shipowner’s fault or that of his crew. And in fact, you could argue it would reward the crew for further concealing drugs discovered to avoid detainment and the consequences for the owner. You may recall that the master and second officer of the B Atlantic were charged with complicity with drug smuggling and sentenced to nine years’ imprisonment. In a world facing a crewing crisis, cases like this no doubt contribute to even fewer young people wanting to embark on a seagoing career.

What should we take from all of this? Well, what we should not forget is that cases can only be judged on their own merits and, indeed, what might seem like a similar scenario for another owner, might have certain circumstantial differences, rendering a comparison invalid. Particularly in a situation like Ukraine, with 70 vessels detained, we should remember that each have their own particular story and despite the overarching events we must treat them as such.

Now, having discussed the line between war and peace, detainment, the timing of war claims and ambiguous cases, I now want to discuss another reality of war: Total Loss Settlements.

The violent nature of war means that this is important to consider and like our other topics, while it may feel simple on paper, its application is far from it. There were certainly some interesting total loss settlements for vessels detained in Ukrainian ports!

There is hardly any need to explain the concept of actual and constructive total loss claims to this audience. However, in particularly unusual circumstances, a compromised or arranged total loss can be settled between the property owner and the insurer. This is relevant in a situation where it is impractical to repair the vessel, but no basis exists for a claim for any type of total loss. The owner retains title to the vessel after an incident but also accepts a settlement of less than the full value of the hull policy. There have been notable cases where compromised total loss claims have been argued to in fact be simply settlements for a partial loss.

So, let us look at some total loss situations for vessels detained in Ukraine. One of the first was a Panamax bulker, owned by a company listed on the New York Stock Exchange. They submitted a CTL claim and received settlement of the total loss sum as well as the sum insured for disbursements. Buyers and sellers reported that despite the uncertain circumstances, the ship was sold to a German bulker shipping company, as directed by the war underwriters, with the latter reportedly receiving about 50% of the total loss sum and the vessel’s market value exceeding the insured hull value by around 25%. Exactly how and when this vessel would return to international trade was completely open. The last time I checked the vessel was still berthed in Mykolaiv. And apparently this was not the only vessel detained in Ukraine sold discreetly to a cash buyer within the process of settling a total loss claim, with the proceeds going to the insurers. The future will show whether the bargain price keeps what it promises. More pressingly, what exactly is the war insurers’ role in these back-to-back deals? What we see is a financially strong party speculating that the war, or at least the detention of the vessel, will end soon, and that there will be no targeted attacks on blockaded ships. If this goes according to their plan, the prompt release of detained vessels could cause their value to rise sharply. However, remember how long it took for those blocked vessels to leave the Suez Canal! A vessel stuck in a Ukrainian port for another five years would be old, under maintained and technologically outdated. It might still sell, perhaps only for scrap, and certainly resulting in an overall loss for the once hopeful buyer. But worse, the vessel could be destroyed by a war peril. War risk insurance for a vessel already settled by a total loss claim is yet another predicament that I will mention in a moment! But suffice to say, it is unlikely that under the circumstances the total loss sum would be based on the sound market value.

Which leads to the question: why is a buyer taking the risk? It’s high stakes, for admittedly high rewards. You will hopefully not blame me if I say this whole situation appears to resemble a wager! Although not one prohibited by the Marine Insurance (Gambling Policies) Act 1909!

Now, on to the predicament of insuring a detained vessel already subject to a settled total loss claim. I have asked war underwriters and, surprisingly, they said it was possible, albeit with restrictions like excluding detainment cover – obviously! And only if the previous total loss claim was paid by another set of insurers. Admittedly, a total loss settlement with an integrated sale of a still detained vessel to a third party, as described earlier, appears to be a rare win-win-win constellation. Is it a compromised settlement, even though the assured is receiving the total loss sum for hull and disbursements? The claims record would probably show a CTL settlement, but I would still call it compromised namely in the sense that in these cases, war insurers were obviously only prepared to settle the CTL claim with a substantially reduced exposure for themselves, whilst ceding the remaining risk to a third party.

So, ladies and gentlemen, I began this speech by talking about the unpredictability of the world’s oceans, and the capacity of war to sow even more chaos, not only in the lives of those in the region, but for the maritime industry trying to make sense of the shock. Many of the points that I have raised during this talk regarding Ukraine, and the vessels impacted, may still develop further. But I want to thank you for taking the time today to explore that complexity and I hope that you have found a fresh perspective on these challenges we face as a community. And perhaps have learned something new in how the history of these topics has shaped our present attitudes. Thank you. (Applause)

THE SECRETARY: Thank you, Burkhard, for that really interesting address on an extremely topical issue. Before I open it up to the floor for questions and comments, may I have your permission to publish your address?

THE CHAIRMAN: Yes.

THE SECRETARY: Jolly good. We will now open up to the floor. We have a microphone which is working, hopefully. If anyone wants to ask a question could you state your name so that the stenographer can record it correctly.

MELIS OTMAR: Thank you Burkhard, Mr Chairman. I am Melis Otmar, and I am also a chairperson of the LIIBA Marine Claims Sub-Committee. Thank you for this enlightening talk. It raised, equally, a number of questions. Do you know how many ships remain from the ones you mentioned that have been detained and whilst a number of ships have been able to sail, why are ships still detained?

THE CHAIRMAN: Thank you very much, Melis. It is a very valid question. Ships are still detained. Unfortunately, I do not know the number because there is simply no new information in the press. However, what I can say is that all those who were able to leave from Ukrainian ports have in the meantime left. They have left the Black Sea ports, Odesa, Yuzheni, Chernomosk, mainly under the Black Sea Grain Initiative but there were also other cases. You will probably recall the highly publicised case of the Joseph Schulte, a large container vessel that left the port of Odesa in August last year. Ships are still being detained in the Sea of Azov ports. They are all under Russian control and movement of ships is impossible there, the largest port obviously is Mariupol. But ships are also still detained in Mykolaiv and Kherson. These ports are under Ukrainian control but they are very close to the frontline so any movement of ships could trigger an attack from nearby Russian forces. But how many are still there, I do not know.

JEANNE CARR (Association of Average Adjusters of US & Canada): Thank you for your address and congratulations. It was both interesting and timely. I would also like to thank you for your hospitality last night, you and your wife Eliane. We thoroughly enjoyed ourselves and the company and the food was magnificent.

GRADY HURLEY (US Maritime Law Association): Good afternoon, Mr Chairman. First, we would like to thank you for your leadership as Chairman and also congratulate the Chair elect. Your comments today were not only timely but well received and greatly appreciated. This year the Maritime Law Association in the United States is celebrating our 125th anniversary. We would very much like to thank this Association for your kind attention and your warm hospitality.

MICHAEL STEEMERS (Association Mondiale Despacheurs): Burkhard, I bring you greetings from the AMD. My name is Michael Steemers. Burkhard, you have been an excellent ambassador for the AAA. You have put in a lot of effort and you did very well, so congratulations on that. The good thing about war risk was it was gathering a lot of dust. Unfortunately, global developments have changed that, so I think your speech today was very timely, and I hope it will be a starting point for further discussion in the market. Thank you very much.

ÁNGEL GALVÁN (Spanish Association of Average Adjusters): I have to thank the Association for inviting us, the Spanish Association of Average Adjusters. I have been attending these meetings for many, many years but it is the first time, and I am proud for that, that I am representing the Spanish Association. Thank you very much for that. Thank you, Burkhard, for your invitation. I enjoyed the dinner very much yesterday. Also, congratulations for your address and thank you for being a combination of modesty and seniority, which is extremely difficult and seldom found in life. Thank you.

VIBEKE KOFOED (Nordic Average Adjusters Association): On behalf of the Nordic Average Adjusters, I would like to thank you for a very interesting address today. Unfortunately, it is very relevant. Also, thank you for your hospitality last night. It was a very nice dinner with very good people around, so thank you very much.

STEFANO CAVALLO (Italian Association of Average Adjusters): First of all, I wish to thank you for your address today. It is a very interesting and current issue nowadays. In Italy we have a lot of cases for which this address may be helpful. I wish also to thank you very much for your kind hospitality yesterday. We had great food and we enjoyed the company and people. Please let me also thank especially Ann for the great job she has done in these past years as Secretary of this Association and I wish her a great couple of years as Chairman. Sorry, one year! Thank you very much.

THE SECRETARY: Are there any other questions or comments?

CHRIS KILBEE: Burkhard, do you mind if I come up there because it is easier to put my notes on the lectern, thank you. It is my great pleasure to say a few words about Burkhard, the man. Burkhard’s story has a few interesting parts. He started life as a trainee deck officer in a German Shipping Line. Sadly, this ended after a few years when the company failed and Burkhard then pursued his true passion and became a highly accomplished professional trombone player, performing with orchestras in Germany and Switzerland. He then settled in Cyprus and the person sitting next to me at dinner last night is the obvious reason for that - his wife. He resisted a dalliance in insurance broking and turned his skilled hand and mind to average adjusting. That was more than 30 years ago and he has been based in Cyprus ever since.

As for his service to the Association I really think it best to simply quote from what he told me on email when I asked him for a little bit more detail about him. Quote: “Yes I have been up there as Vice and Chair longer than most and I consider that to be a real privilege. I have thanked five past Chairmen, Keith, Willum, Richard, Michiel and Sir Nigel. My advantage was that I only got involved with the AAA at an advanced age since I simply didn’t know about the Fellowship qualification beforehand. I therefore only joined the Committee at the age of 52 or so and preserved, or was able to preserve my enthusiasm, whereas nowadays Fellows are called to do committee work in their early 30s, which means there’s a good chance they might get fed up within about 20 years or so.” I am not sure I agree with you there, speaking on behalf of the younger people!

THE CHAIRMAN: It was a personal email.

A SPEAKER: Was!

CHRIS KILBEE: Back to the quote. “My professional life as an average adjuster was only with one company so there isn’t really much to talk about, other than that I was lucky enough to receive so much support from partners by filling in for me all those years that I was Vice Chair and finally Chair.” I can imagine those partners occasionally begrudgingly performing such tasks.

Burkhard’s service to the Association is very extensive. He was elected in May 2015 to the Committee of Management, and he was elected Vice Chair the next year, and so he has accumulated nine years, seven of which were as Vice Chair, and then this year as Chair. That has meant 27 Board meetings, so Ann has told me, plus all the ad hoc Zoom and conference calls on Association matters during that time. He obviously enjoys these calls and meetings so much that he has elected to remain on the Committee, which as far as I know both Ann and myself are very happy that he is continuing to serve. He has been heavily involved in the General Average Sub-Committee which has had to deal with the implications to members of some significant cases such as the Longchamp and Star Antares. He has spoken at two Association seminars and chaired three.

I have only known Burkhard these last seven years or so through attending committee meetings, albeit remotely and on the screen above people in high definition. I know I speak for all of us on that Committee who have worked with him all this time, that it might be impossible to find a more thoughtful, dedicated, modest and frugal member and leader, who understands that the Association’s main responsibility is to promote and protect this extraordinary profession of ours.

On a personal note, Burkhard, I would like to thank you for making me feel very welcome on the Committee over the last six or seven years, and I would like to conclude by saying, that you are a tremendous and ongoing asset to the Association. Thank you. (Applause)

THE SECRETARY: Thank you, Chris, I certainly concur with all those comments. Are there any other questions or comments from anyone? Can I just ask the two new Fellows and the three Senior Associates to stay behind for a photo afterwards, if they could. Would you like me to close the meeting, Chairman?

THE CHAIRMAN: Yes.

THE SECRETARY: Again, thank you to Lloyd’s for hosting this and we obviously look forward to seeing many of you at the Savoy later today. Everyone is welcome to come to Balls Brothers in Minster Court starting about 12:30 for an informal lunch. Wander over there and hopefully they will open the bar without me being there, unlike last year. I look forward to chatting with you there. Meeting closed. (Applause)

Fellows 2024

Bramwell - Ian J (1997) London International A.A. Co., Peterborough, UK

Tel: +44 1733 551 003 Email: liaa@btopenworld.com

Cao - Jie Matthew (2015) Richards Hogg Lindley, Singapore

Tel: +65 6506 2857 Email: livingcao@hotmail.com

Chen - Hung Yi (Jimmy) (2023) Richards Hogg Lindley, Taipei, Taiwan

Tel: +886 922675809 Email: jimmy.chen@charlestayloradj.com

Clancey - David C (1978) Marine Adjusting Solutions, Herts, UK

Tel: +44 7785 312 443 Email: david.clancey@fairseas-mas.com

Duncan - J Miles (1977) Richards Hogg Lindley, Liverpool, UK

Tel: 44 7767 861615 Email: miles.duncan@rhl-ct.com

Ewing - Gerald J (1987) Regis Mutual Management Pty Ltd, NSW, Australia Tel: +61 4115 16918 Email: gjeprivate@gmail.com

Fei – Peter Xiao Ming (2019) Richards Hogg Lindley, Hong Kong

Fischer - Burkhard P (2011)

Tel: +852 94255917 Email: peter.fei@rhl-ct.com

Albatross Adjusters Ltd, Limassol, Cyprus

Tel: +357 2558 8988 Email: b.fischer@alba.com.cy

Freuling - Christian Jona (2023) Richards Hogg Lindley (Hellas) Ltd, Piraeus, Greece. Tel: +30 6952 380 682 Email: christian.freuling@rhl-ct.com

Hao - Rui (2020)

Richards Hogg Lindley, London, UK

Tel: +44 20 8156 5006 Email: rui.hao@rhl-ct.com

Hara - Nanami (2020) RELA, London, UK

Tel: +44 20 3968 7847 Email: nhara@relaltd.com

Harvey - Michael D (1978) Harvey Ashby Ltd, Suffolk, UK

Tel: +44 1206 689 500 Email: mharvey@harvey-ashby.co.uk

Jones - Keith (1984)

Kallini – Angeliki (2019)

K. Jones Marine Adjusters Ltd, Kent, UK

Tel: +44 770 252 7516 Email: kj@kjmar.co.uk

Richards Hogg Lindley (Hellas) Ltd, Piraeus, Greece

Tel: +30 210 429 1870 Email: angeliki.kallini@rhl-ct.com

Kilbee - Chris C (1987) Marine Claims Office of Asia Pte Ltd, Singapore

Tel: +65 9129 4998 Email: chris@marineclaimsoffice.com

Lai – William (2019) Charles Taylor Adjusting, Hong Kong

Tel: +852 5803 4569 Email: william.lai@rhl-ct.com

Macdonald - John A (1972) Macdonald Hebditch & Co. Ltd, Surrey, UK

Tel: +44 1428 715 533 Email: jmacdo5604@aol.com

Madge - Tim J W (1979) Mediterranean Average Adjusting Co, London, UK

Magkanaris - Stelios (2017)

Tel: +44 1483 222407 Email: timmadge@medav.co.uk

Marine Adjusters & Consultants Inc, Piraeus, Greece

Tel: +30 6945 584423 Email: sm@maradco.com

Fellows 2024 (continued)

Margaritopoulos – George (2019) Richards Hogg Lindley (Hellas) Ltd, Piraeus, Greece

Tel: +30 6944 443075 Email: georgios.margaritopoulos@rhl-ct.com

Martin - Keith J (1990) KJM Claims Consulting, Pierrevert, France

Tel: +44 7985 416 748 Email: keith.martin@hotmail.com

McCabe - Phillip (2022) Richards Hogg Lindley, Liverpool UK

Tel: +44 151 235 5581 Email: phillip.mccabe@ctplc.com

Miller - Tristan E L (2014) Willis Towers Watson, London, UK

Mody - Leena (2002)

O’Neill – Amy (2013)

Paton - Andrew M (1987)

Tel: +44 7766 205225 Email: tristanelm@gmail.com

Leena Mody & Associates, Mumbai, India

Tel: +91 98204 34528 Email: leena@leenamody.com

Richards Hogg Lindley, Liverpool, UK

Tel: +44 151 227 2175 Email: amy.oneill@rhl-ct.com

Richards Hogg Lindley, Liverpool, UK

Tel: +44 7798 775075 Email: andrew.paton@rhl-ct.com

Rappal Varrier - Capt. Manoj BP Singapore Pte Ltd, Singapore (2024)

Tel: +65 8127 9905 Email: mrvarrier@gmail.com

Richards - Willum (1992) Willum Richards Consulting Ltd, Central Otago, New Zealand Tel: +64 21 132 1863 Email: willum.richards@wrconsulting.co.nz

Robinson - Heather (2017)

Rogers - Nigel J C (1985)

Rowland - Paul O (1996)

Richards Hogg Lindley, Dubai, UAE

Tel: +97 1552 216 040 Email: heather.robinson@rhl-ct.com

Rogers Wilkin Ahern LLP, London, UK

Tel: +44 7785 236988 Email: nigel@rogerswilkinahern.com

Richards Hogg Lindley, London, UK

Tel: +44 7767 248711 Email: paul.rowland@rhl-ct.com

Sasegbon - Deji (2024) CJC Law, London, UK

Tel: +44 7377 083661 Email: Deji@CJCLaw.com

Shead - Joseph (2019) Norwegian Hull Club, London, UK

Tel: +44 7450 171194 Email: joseph.shead@norclub.com

Shimura - Ryoko (2021) Charles Taylor (Japan) Ltd. Tokyo, Japan

Tel: +81 335189601 Email: ryoko.shimura@charlestaylor.com

Silver - Paul (1986) Richards Hogg Lindley, London, UK

Tel: +44 7785 948832 Email: paul.silver@rhl-ct.com

Slade - Andrew (2017) Richards Hogg Lindley, London, UK

Tel: +44 20 7398 5354 Email: andrew.slade@rhl-ct.com

Thompson - John (2022) Richards Hogg Lindley, Liverpool UK

Tel: +44 7880 095792 Email: john.thompson@rhl-ct.com

Tomlinson - Robert M P (2017) Gard (UK) Ltd, London, UK

Tel: +44 20 7444 7221 Email: robert.tomlinson@gard.no

Fellows 2024

(continued)

Willan - James (2021) Richards Hogg Lindley, Liverpool, UK Tel: +44 151 2355579 Email: james.willan@ctplc.com

Wong - Raymond T C (1980) Asia Maritime Adjusting, Hong Kong Tel: +852 9265 9199 Email: raymond.wong@averageadj.com

Wood - Richard W (1986) Charles Taylor Management Services, Connecticut, USA Tel: +1 713 269 7053 Email: richard.w.wood01@gmail.com

Xu - Yibing (2008) Richards Hogg Lindley, Hong Kong Tel: +852 5803 4576 Email: yibing.xu@ctplc.com

Honorary Life Fellows

Mr Richard Cornah

Mr Charles Hebditch

Mr David Pannell

Mr Roger Street

Non-Practising Fellows

Martin - John (2000)

Starmans - Michiel (2001)

Honorary Fellows

The Rt. Hon. Sir Anthony Evans

The Rt. Hon. Lord Clarke of Stone-cum-Ebony

The Rt. Hon. Lord Hamblen of Kersey

The Rt. Hon. Lord Lloyd of Berwick

The Rt. Hon. Lord Mance

The Rt. Hon. Lord Phillips of Worth Matravers

The Rt. Hon. Lord Saville of Newdigate

The Rt. Hon. Sir David Steel

The Rt. Hon. Sir Julian Flaux

Sir Stephen Tomlinson

Sir Bernard Rix

Sir Nigel Teare

Mr David Taylor

Mr Julian Cooke

Ann Waite

Only members that have consented to appear within this report are listed

Senior Associates as at May 2024

Bibaj Albana

Cavallo Giorgio

Drège Ronaldo

Duncan Alice

Siat SPA Italy

Studio Dott. Giorgio Cavallo Italy

Albatross Adjusters Ltd Cyprus

Richards Hogg Lindley United Kingdom

Ellis Jack Willis Towers Watson United Kingdom

Gibbs Benjamin

Kafka Ioanna

Muthu Jagannath

Poojary Rathna

Roncallo Tomaso

Roumanou Julia

Sakurai Konosuke

Warr Charlotte

Associates as at May 2024

Abdelnaby Maged

Adhikari David

Almstrom Patrik

Anastasiadis Eva

Avdimiotis Athanasios

Bailas Panagiotis

INDECS Consulting Ltd United Kingdom

The Swedish Club Greece

NAU Pte Ltd Singapore

Jani, Clancey & Richards India

Siat SPA Italy

Independent Average Adjusters Ltd Greece

TM Claims Service Asia Pte Ltd Singapore

Sarnia Training Ltd United Kingdom

MECON /Alexandria University Egypt Egypt

Richards Hogg Lindley Singapore

Aon Sweden AB Sweden

Richards Hogg Lindley Greece

Hellenic Marine Adjusters S.A. Greece

Marine Adjusting Solutions Greece

Balaouras John GARD Greece Greece

Barker Max Cambiaso Risso United Kingdom

Barker Jade AXAXL United Kingdom

Barnard Dave 7 King’s Bench Walk United Kingdom

Best Neil

Blane Nicholas

SteegeXP Pte Ltd Singapore

AXAXL

United Kingdom

Chan Yin Ting (Amy) Yin Ting Chan Canada

Charalampous Constantinos

Chiampas Vasiliki

Albatross Adjusters Limited

Cyprus

Seascope Hellas S.A. Greece

Choi Cheuk Shuen (Vincci) Bernhard Schulte Shipmanagement

Chomata Angeliki

Chow Cory

Christodoulou Kyriacos

Chrysomalli Athina

Chu Jenny

Contreras Isabel

Dandhie Christ

Drakatou Pippi

Eaves Amy

Exadaktylos Dimitrios

Fahrizal Fahrizal

Gautama Mukesh

Georgakopoulos Vassilis

Georgiadi Rea

Georgiou Konstantinos

Gibbins Daniel

Greene Alexander

Haake Sean

Hubbuck Jeremy

Jani Nitika

Hong Kong SAR China

Margetis Maritime Consulting Greece

Charles Taylor Adjusting China

Albatross Adjusters Ltd Cyprus

Margetis Maritime Consulting Greece

UK P&I Club United Kingdom

Crawford & Company United Arab Emirates

Charles Taylor Adjusting (Radita Hutama Internusa) Indonesia

Oceana Marine Claims & Adjusting Greece

Lancashire Group

United Kingdom

Marine Adjusting Solutions Greece

PT. Sedgwick Adjusters Indonesia Indonesia

Wilson Surveyors and Adjusters Pvt Ltd India

Enterprises Shipping & Trading S.A.

Greece

Marine Adjusting Solutions Inc Greece

RSA

Blue Seas Adjusters

Seascope Insurance Services

Richards Hogg Lindley

United Kingdom

United Kingdom

United Kingdom

United Kingdom

Willis Towers Watson Norway

Jani, Clancey & Richards

India

Associates as at May 2024 (continued)

Jani Amit M

Johannessen Alf Inge

Karaloizou Costas

Kemp Alex

Kilbee James

Krivovs Daniils

Kumar Harshvardhan

Laflin Adrian

Laws Kate

Jani, Clancey & Richards India

DOF AS Norway

Albatross Adjusters Ltd Cyprus

Holman Fenwick Willan LLP

United Kingdom

Marine Claims Office of Asia Pte Ltd Singapore

OnlyYacht Monaco

Charles Taylor Marine Technical Services Australia

Allianz Global Corporate & Specialty

Richards Hogg Lindley

Leung Nicole Gard (HK) Limited

Levantis Alexandros

United Kingdom

United Kingdom

Hong Kong SAR China

Marine Adjusting Solutions Greece

Lim Siew Ping Beazley Singapore

Lim Yonghwan Lockton South Korea

Liu Yi

Mackenzie Andrew

Martinez Gonzalez Alejandro

McCaughey Thomas

McDonach Tony

Michalakopoulos Nikolaos

Mitchell Matthew

Mondal Swapnodeep

More Anuradha

Musolino Pino

Charles Taylor Adjusting China

Atrium Underwriting Ltd

United Kingdom

Charles Taylor Adjusting Mexico

Charles Taylor Adjusting

Preston Turnbull LLP

Latus Mare Marine Consultants

QBE Marine & Energy Syndicate 1036

Anglo Eastern Ship Management Ltd

Anuradha More and Associates

United Kingdom

United Kingdom

Greece

United Kingdom

Hong Kong SAR China

India

North Central Thyrrenian Sea Port Authority Italy

Naqvi Asif Independent Consultant Pakistan

Naveed Sameen

Ng Dominic

Ng Fang Yao

Nizham Khairul

North Andrew

Qbe Insurance Australia Limited Australia

CTX Special Risks Ltd

Taiwan

Incisive Law LLC Singapore

Gard (Singapore) Pte Ltd

Thomas Miller Claims Management

Otmar Melis Howden

Papadiamantis George

Patel Nishi

Pathak Abhishek

Pell Louise

Pinheiro Joel Lloyd

Poh Ann Nah

Portuondo Cristina

Putra Ranahumaira Savira

Qiao Ezra

Rallatos Nikolas

Ramadhan Ghulaam

Ramadhillah Raihan

Regtie Iris

Singapore

United Kingdom

United Kingdom

Marine Insurance and Reinsurance International Consultants SA Greece

Skuld

Munich Re

Quest Marine LLC

Canopius Asia Pte Ltd

United Kingdom

India

United Kingdom

United Arab Emirates

Singapore

RSA Spain

Charles Taylor Adjusting Indonesia

Charles Taylor (China) Ltd China

RGM Marine Claims Consultants & Shipping Services Ltd.

Greece

PT MCO Prima Indonesia Indonesia

PT MCO Prima Indonesia Indonesia

Braskem Netherlands BV Netherlands

Revis Mark LIAA China

Rizioti Stella The Guardian (Maritime) Ltd

Robinson Matthew

Rocca Laura

Rolland Adam

Rowe Steven

Russwurm Jørgen

Sabaroedin Justisia

Sakai Yuno

Saraswati Rininta

Sarll Richard

Sengendo Elizabeth

Setyorini Maurene Ayu

Dolphin Maritime & Aviation Services Ltd

Greece

United Kingdom

Studio Tecnico Lonoce Italy

Independent Average Adjusters Ltd.

Richards Hogg Lindley

Greece

United Kingdom

Assuranceforeningen Skuld (Gjensidig) Norway

Charles Taylor Adjusting (PT Radita Hutama Internusa) Indonesia

Charles Taylor (Japan) Ltd.

Japan

Charles Taylor Adjusting Indonesia

7 King’s Bench Walk

Allianz Global Corporate & Specialty

United Kingdom

United Kingdom

PT Global Internusa Adjusting Indonesia

Associates as at May 2024 (continued)

Shaw Alexander

Shurville Daniel

Sidik Mufli Agfaransyah

Simiakaki Georgia

Simons Emily

Richard Hoggs Lindley

United Kingdom

Zodiac Maritime Limited United Kingdom

Charles Taylor Adjusting Indonesia

VC Marine Claims Adjusters & Consultants Greece

Richards Hogg Lindley United Kingdom

Singhal Rahul Gard (Singapore) Pte Ltd Singapore

Sitompul Andrea Nathaly

Siu Rocky, L.K.

Skiadas Nicole

Smoili Evangelia

Richards Hogg Lindley Indonesia

Asia Maritime Adjusting (Hong Kong) Hong Kong SAR China

The Yacht Practice – Charles Taylor Adjusting United Kingdom

TMS Bulkers LTD Greece

Stevens Daniel Gallagher United Kingdom

Sun Jiajing

Svensson Ingrid

Symes Matthew

Tan Robert

Tan Si Hua (Stan)

Tan Karina

Truszczynska Marlena

Tsekos Dimitrios

van der Houven van Oordt Haco

van Hal Arnold

Venugopalan Vineet

Charles Taylor (China) Ltd Hong Kong SAR China

The Swedish Club Sweden

Bermuda Monetary Authority Bermuda

Asia Maritime Adjusting Pte Ltd Singapore

Richards Hogg Lindley Singapore

Charles Taylor Jakarta Indonesia

Norwegian Hull Club Norway

V C Marine Claims Adjusters and Consultants Ltd Greece

AKD Netherlands

Van Traa Advocaten N.V. Netherlands

EIMC United States

Wells Matthew Chubb Global Markets

Wheatley Alex

Richards Hogg Lindley

Whittle Adam Brookes Bell

United Kingdom

United Kingdom

United Kingdom

Wright James Miller United Kingdom

Zareifis Alexandros

Zhou Weiyan

Zhu Zizhen

Zulfiandri Zulfiandri

Representative Members

AXA XL, UK

C Solutions Ltd, UK

Marint (Offshore Services) Ltd, UK

The Swedish Club Greece

Gard (UK) Ltd United Kingdom

Skuld

Hong Kong SAR China

PT Radita Hutama Internusa Indonesia

Resolve Salvage & Fire (Europe) Ltd, UK

Smit Salvage BV, UK

The Britannia Steamship Insurance Association, UK

W K Webster & Co, UK

Affiliate Members

British Maritime Law Association, UK

International Salvage Union, UK

UK Chamber of Shipping, UK

Subscribers as at May 2024

Abdul Latip Muhammad Azhar Singapore

Aggersbury Robin UK

Alavi Burhan Ahmed Pakistan

Alverandy Ariowibowo Johanes Indonesia

Alvisi Alberto Italy

Anagnostopoulos John UK

Asbury Michael UK

Baird Graeme UK

Banner Simon UK

Barry Shane Australia

Bartlett James USA

Berlingieri Pietro UK

Berridge Anthony UK

Betancourt Ronald USA

Bhardwaj Mukesh India

Bird Caroline Australia

Black W L Rivers USA

Boghurst David UK

Borg Barthet Maria UK

Bose Sanjib UAE

Brain Anthony Canada

Bray Beatrice UK

Briem Gardar Iceland

Brogan Patrick USA

Bruce Jonathan UK

Burke Ina USA

Capurro Andrea Italy

Carbone Alessandro Italy

Carpenter Nigel Singapore

Carr Jeanne USA

Cavallo Stefano Italy

Chan Jolyon Mantus Hong Kong SAR China

Chatzigeorgiou Sotirios Germany

Chinanad Surawee Thailand

Chiossone Marzia Italy

Cho Youngyook South Korea

Chrysopoulos Vasilios Michael Greece

Cole Mat UK

Coleman Nicholas Norway

Crane Anita UK

Dallalana Renata UK

de Jongh Camiel Netherlands

den Haan Pieter Netherlands

Dower Keith Greece

Drikos Nikolaos Gibraltar

E V Nadeem Sadique Singapore

Evans Jonathan UK

Evans, Jr. Alton USA

Exadactylos Anthony Greece

Eyo

Eric UK

Fairweather Karen UK

Fellin Eileen USA

Fokas-Kavalierakis Stavros Cyprus

Foss

Patrick UK

Fraser Ian Canada

Galbraith Caitlin UK

Galván

Gatti

Ángel Spain

Paola Italy

Gibson Bill UK

Gigney

Michael UK

Glover Peter Singapore

Goodacre

Stephen UK

Gozdzik Dariusz UK

Graham Ted UK

Grasso Joseph USA

Gray

Martin Greece

Gray Andrew UK

Greene

James Ireland

Groninger Joern Germany

Groninger Philip Germany

Gunn Richard UK

Hahn Juergen Germany

Hatcher

Hawkins

Jack UK

Neil UK

Heald James UK

Hicks John UK

Hirase Shigeto Japan

Hodne Helga Norway

Hogendorp

Houlden

Jacob Singapore

Judy UK

Howell Peter Greece

Hudson John UK

Hutchings

Oliver UK

Iguera Martina Italy

Iguera Nicolò Italy

Jackson

Simon UK

Jackson Graham UK

Jeon Sora UK

Johnston Alistair UK

Justers

Kahlmeter

Kaminaga

Walter Belgium

Johan Sweden

Yuuki Japan

Karagianni Petroula Monaco

Kardaras

Theodoros Greece

Kardiakopoulos Neoklis Gibraltar

Kardiakopoulos Dimitris Gibraltar

Kauffeld Tilmann Sweden

Keyes

David UK

Subscribers as at May 2024

Kim Hoon Gi South Korea

Kim Youngkwon(Keith) South Korea

Kobayashi Kazutaka Japan

Koelzer James USA

Kofoed Vibeke Denmark

Kruit Jolien Netherlands

Lawrence Stewart UK

Le Deaut Julie UK

Leaver Jan UK

Lee I Chun Taiwan

Lech Anne Norway

Legat Paola Italy

Lim Henson Philippines

Lonoce Lorenzo Monaco

Lucking Michelle UK

Lux Jonathan UK

Machum Eric Canada

Macinnes Alex UK

Makestad Sveinung Norway

Malik Naveen India

McCarthy Stephen UK

McGinty Tom UK

McGurran Mark UK

Meindy Hanif Indonesia

Mellett Peter UK

Metcalf Frank Canada

Mikulski Jakub UK

Moore Jade UK

Mukherjee Supriyo Falkland Islands

Munkeby Oyvind Norway

Nair Roopesh UAE

Najib Haidar UK

Nakada Eiichi Japan

Nakajima Kiyokazu Japan

Nesheim Andreas Norway

Owen John UK

Panggabean Sahat Indonesia

Park Jae Hong Panama

Patiño Felix Spain

Pettersson Leif Norway

Phippard Ralph Greece

Poliseno Marco Italy

Pourpoutidis Nikolaos UK

Priano Gian Piero Italy

Prichard Robert USA

Purohit Neeraj Denmark

Rekantzis Nikos Greece

Rible Stephen USA

Richardson Joseph Ireland

Roderick Michael UK

Ryder Seamus Canada

Sandbakken Einar Norway

Sato Tomoaki Japan

Saxena Nikhil UAE

Schwampe Dieter Germany

Shahid A K M Reaz Australia

Shaukat Imran USA

Shimokawa Nanaka Japan

Shipley Charlotte UK

Shipley Nigel UK

Siemens Jan-Andresen Germany

Sistla Krishnakumar Rajagopal UAE

Slaatten Bjorn Norway

Smith Christopher UK

Sobata Satoshi Japan

Spencer Jonathan USA

Sporle David UK

Staib William USA

Steemers Michael Cyprus

Su Guohui China

Sundell Marie UK

Sydenham Chris UK

Tantrum David USA

Tatham Simon UK

Terrell Martin Singapore

Thakkar Yogesh India

Thomas KC Robert UK

Touman Faramarz Germany

Umeno Koji Japan

Valenti Alessandro Greece

van der Valk Taco Netherlands

van Hemmen Hendrik USA

Vassenden Bjørn Audun Norway

Vega Alejandro Argentina

Virvilis Isabella UK

Vivanco Esteban Argentina

Walker John USA

Warrender KC Nichola UK

Watson Harold USA

Wattel Markwin Netherlands

Wiersma Taco Netherlands

Wolf Martina Germany

Woods John USA

Xi Ashlee UK

Xu Ye China

Yunizar Joane Indonesia

Zhang Guang China

Zolezzi Francesco UK

Past Chairmen

May/Nov 1869

Mr T L Davison

Nov 1869/May 1870 Mr W Harrison

May/Nov 1870

Nov 1870/May 1871

May/Nov 1871

Mr L R Baily

Mr W Richards

Mr R Lowndes

Nov 1871/May 1872 Mr R Lowndes

1873 Mr R Lowndes

1874 Mr J H Powell

1875 Mr M Hopkins

1876 Mr T L Davison

1877 Mr W Richards

1878 Mr G Coyte

1879 Mr R Lindley

1880 Mr L R Baily

1881 Mr W H Jones

1882 Mr E Hogg

1883 Mr C McArthur

1884 Mr H Davison

1885 Mr S Smith

1886 Mr P H Rathbone

1887 Mr S Cross

1888 Mr K W Elmslie

1889 Mr H C Jepps

1890 Mr I W Court

1891 Mr G Lidgett

1892 Sir F C Danson

1893 Mr T G Carver

1894 Mr T S Cookes

1895 Mr J S Allen

1896 Mr W E Towers

1897 Mr W Lowndes

1898 Sir D Owen, K.B.E.

1899 Mr A Lindley

1900 Mr A H May

1901 Mr W Richards, C.B.E.

1902 The Hon Mr Justice G Barnes

1903 Mr M G Towers

1904 Mr E R Lindley

1905 Mr F C Dale

1906 The Hon Mr Justice Kennedy

1907 Mr M A Rudell, C.B.E.

1908 Mr J B Wallace

1909 Mr T R Miller

1910 Mr J S Hogg

1911 Mr F T Loftus

1912 Mr J H Scrutton

1913 Mr M Dale

1914 Mr C W Henzell

1915 The Right Hon Viscount Mersey

1916 Mr B T Harland

1917 Mr G S Lloyd Davies

1918

Mr A W Dauglish

1919 Mr A D MacKinnon

1920 Sir T J Storey, K.B.E.

1921 Mr H B Hurd

1922 Mr H T Lindley

1923

The Right Hon Viscount Sumner, G.C.E.

1924 Mr G R Rudolf

1925

1926

1927

Mr J D Barker

Mr A H Watts

The Right Hon Lord Merrivale

1928 Mr A C Smith

1929 Lt-Col D Cookes, D.S.O.

1930

Mr F E Vaughan

1931 The Hon Mr Justice Roche

1932

1933

1934

1935

1936

1937

1938

Mr H E May

Mr H W Lindley

Mr C E Fox

The Hon Mr Justice MacKinnon

Mr E R Lindley

Mr E E Moore

Mr G O Henzell, M.C.

1939 The Right Hon Lord Wright

1940 Mr G F Elmslie

1941 Mr C T Ellis, M.C.

1942

Mr E W Reading, M.C.

1943 Mr P R Bennett, B.L.

1944 The Right Hon Lord Porter

1945

1946

1947

1948

1949

1950

1951

1952

1953

1954

Mr C B Cooper

Mr J R Danson, M.A., M.C.

Mr W Richards, C.B.E.

Mr W D Wattleworth

Mr J T Walker, M.C.

The Hon Mr Justice Pilcher, M.C.

Mr F G Hogg T.D.

Mr G J B Edge

Mr D R Miller

Mr G E Towers

1955 Mr D D B Johnson, O.B.E., B.Com.

1956

1957

1958

1959

1960

1961

1962

1963

1964

1965

1966

1967

1968

Mr D V Moore

Mr W T Wood

The Right Hon Lord Justice Sellers, M.C.

Mr M H Downes

Mr S G Chubb

Mr J H Lloyd Davies

Mr A J Finlason, M.C.

Mr R H Arnold

Mr C T Greenacre

Mr R C Clancey, LL.B.

Mr N M Gordon

The Right Hon Lord Devlin, P.C.

Mr G R Heselton

Past Chairmen

(continued)

1969 Mr J S Crump

1970 Mr D L Towers

1971 Mr R A H Arnold

1972 The Rt Hon Sir G Willmer, O.B.E., T.D.

1973 Mr N G Hudson

1974 Mr G H May

1975 Mr D G Milburn

1976 Mr A B Dann M.A., J.P.

1977 Mr C R D Towers

1978 The Right Hon Lord Justice Roskill

1979 Mr D C Cooper

1980 Mr W P F Bennett, M.A.

1981 Mr J P Duke

1982 The Right Hon Lord Justice Donaldson

1983 Mr W Richards

1984 Mr R A Stacey

1985 Mr G S Hughes

1986 Mr K V Wood

1987 The Hon Mr Justice Sheen

1988 Mr D J Wilson

1989 Mr A J Birch

1990 Mr C S Hebditch, M.A.

1991 Mr R W Hipkin

1992 Mr J S Crump

1993 Mr J C Allen

1994 Mr R R Smith

1995 Mr J A MacDonald

1996 Mr C J Barstow, M.A.

1997 The Right Hon Lord Mustill

1998

Mr D M Pannell

1999 Mr D C Clancey

2000 Mr J M Duncan, M.A.

2001

Mr J M Duncan, M.A. 2002

Mr T J W Madge

2003 Mr T J W Madge 2004

Mr D W Taylor 2005 Mr M D Harvey

2006 Mr N J C Rogers

2007 Mr N J C Rogers

2008 Mr R R Cornah

2009 Mr R R Cornah

2010 The Right Hon Mr Justice Tomlinson

2011 Mr J R Ahern

2012 Mr P Silver

2013

2014

Mr K Jones

Mr K Jones

2015 Mr P O Rowland 2016

Mr A M Paton 2017

2018

2019

2020

2021

2022

2023

Mr K J Martin

Mr W Richards

Mr W Richards

Mr R Cornah

Mr M Starmans

Mr M Starmans

Sir Nigel Teare