international Maritime Policy dissertation proposal

Order Description Pursuant to the s.15 of the Admiralty Act 1988 (Cth), only four types of claims are recognised as havin" rel="nofollow">in" rel="nofollow">in" rel="nofollow">ing a status of maritime liens: (a) salvage; (b) damage done by a ship; (c) wages of the master, or of a member of the crew, of a ship; (d) master’s disbursements. Claims which are recognised as maritime liens have certain" rel="nofollow">in" rel="nofollow">in" rel="nofollow">in privileges, in" rel="nofollow">in" rel="nofollow">in" rel="nofollow">includin" rel="nofollow">in" rel="nofollow">in" rel="nofollow">ing such liens survive a bona fide change of ownership of the ship and have high priority (over the mortgagee) in" rel="nofollow">in" rel="nofollow">in" rel="nofollow">in the distribution of funds from the proceeds of sale of a ship. However, a problem arises when, for example, an American bunker supplier, where under the U.S law, has a maritime lien from its service, wants to assert its right before a court in" rel="nofollow">in" rel="nofollow">in" rel="nofollow">in Australia. The Full Court of the Federal Court of Australia in" rel="nofollow">in" rel="nofollow">in" rel="nofollow">in the recent case of The Ship “Sam Hawk” v Reiter Petroleum Inc [2016] FCAFC 26, by the bare majority, refused to recognise such a foreign right as havin" rel="nofollow">in" rel="nofollow">in" rel="nofollow">ing a maritime lien enforceable as such in" rel="nofollow">in" rel="nofollow">in" rel="nofollow">in Australia. Write an essay research that analyses the problems of recognition and enforcement of foreign maritime liens from the private in" rel="nofollow">in" rel="nofollow">in" rel="nofollow">international law as well as the comparative law perspectives.