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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Towards autonomous inland waterway vessels — a comprehensive analysis of regulatory, liability and insurance frameworks</title>
      <link>https://trid.trb.org/View/2350426</link>
      <description><![CDATA[The use of maritime autonomous vessels for the inland waterway (IWW) transport can revolutionise the current logistics supply chain and enable the shifting of the cargo transportation from the less efficient road and rail transport modes. However, the lack of guidelines and requirements for the operation and testing of autonomous vessels must be addressed to enable autonomous operations. This study aims to identify the gaps of the prevailing regulatory, liability and insurance frameworks and propose viable recommendations for the operation and testing of the autonomous IWW vessels. The theoretical case study of a next-generation autonomous ship operating in European IWW along with the required key enabling technologies is considered. A systematic methodological approach is followed focusing on the existing, transition and next-generation stages for developing autonomous vessels. The existing stage deals with classifying the identified gaps considering the categories of high, moderate or low severity, whereas the anticipated new stakeholders with associated risks in the context of autonomous vessels are analysed. The transition stage discusses recommendations to mitigate the identified gaps of the analysed existing frameworks by either developing interpretations, amending existing instruments or proposing new instruments. The proposed recommendations demonstrate a pathway towards upgrading the existing frameworks based on the identified severity levels and hence are expected to be beneficial for the policymakers whilst preparing the roadmap for the design and operation of next-generation autonomous ship (NGAS).]]></description>
      <pubDate>Thu, 16 May 2024 16:38:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2350426</guid>
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    <item>
      <title>Cyber Attack Techniques in the Maritime Industry: A Quantitative Analysis Approach</title>
      <link>https://trid.trb.org/View/2377937</link>
      <description><![CDATA[This article reports on a study that used a quantitative analysis approach to characterize cyberattack techniques used in the maritime sector.  The author begins by considering the increasing problem of marine cyberattacks, in the areas of financial losses, operational problems, supply chain bottlenecks, and access to private data.  In the maritime industry, globalization led to advanced trade networks that included the most advanced and fastest ships, robot-assisted ports and vast computer databases that track cargo. It is these very advances that put the industry at risk, however.  The study primarily used oral data, with the collection of expert opinions incorporated.  A fuzzy, multi-criterion decision-making (FMCDM) approach was used for analysis.  The author notes that the most significant type of cyberattack found was C10 criterion (system infrastructure attacks) and the most significant strategy for mitigation was K3 (development of software mandated by International Maritime Organization).]]></description>
      <pubDate>Thu, 09 May 2024 09:24:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2377937</guid>
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    <item>
      <title>Duties of the Ship’s Master in the Event of a Maritime Accident as a Type of Insured Loss</title>
      <link>https://trid.trb.org/View/2210232</link>
      <description><![CDATA[The ship's master has a number of duties in relation to the ship, the cargo and the shipowner's liability. His duties in the event of a marine accident are particularly important since all marine accidents occur as a type of insured loss. In addition to a number of general duties, some of the master's special duties are informing the classification society about the accident, damage report, cooperation with the insurer's expert and informing the P&I club about the accident. The content of the master's duties is the subject of analysis of this paper. Therefore, the goal of the paper is to analyse the content of the master's duties in the event of an accident that could result in damage, i.e. the occurrence of the insured event. The purpose of this analysis is to point out the important role of the master in the subject of maritime insurance.]]></description>
      <pubDate>Wed, 26 Jul 2023 15:59:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2210232</guid>
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    <item>
      <title>Marine insurance claims analysis using the Weibull and log-normal models: Compensation for oil spill pollution due to tanker accidents</title>
      <link>https://trid.trb.org/View/2211770</link>
      <description><![CDATA[In marine insurance, the identification of the distribution of the claim size processes from given observations is of major importance. The authors evaluate the claim amounts due to accidental oil spill volume from tankers. Previous studies on oil spills were mainly concentrating on the relation between spill amounts and some accident factors. The trend of the spill claims is a major concern to the sustainability of insurance funds, tanker shipping and the whole oil industry. By analysing the real claim data series of IOPC (International Oil Pollution Compensation Funds), the authors identify the trends and reveal findings which enable policy-makers and insurers for the sufficient financial protection from oil spill damage. This study introduces the Weibull model and the log-normal model to the framework for oil spill claims. The Weibull model and the log-normal model are obtained with Markov chain Monte Carlo (MCMC) simulation method. The statistical properties of oil spill claims are determined in the time series of oil spill claims. Moreover, the relations among claim properties of different settings are examined. The log-normal of 3 groups of gross tonnage is found the best fit according to R-squared statistics and the mean squared errors.]]></description>
      <pubDate>Mon, 17 Jul 2023 15:13:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2211770</guid>
    </item>
    <item>
      <title>Comparative analysis of charter party clauses versus marine insurance contractual terms: present legal status and future trends</title>
      <link>https://trid.trb.org/View/2138241</link>
      <description><![CDATA[This paper aims to classify and assess the impact of charter party clauses against the contractual terms of marine insurance contracts. Initially, a contractual term may be classified as a condition, a warranty, or an innominate term when the nature of a clause is not yet classified. Based on this classification, the effectiveness of those terms and the available remedies vary significantly upon a contractual dispute or termination. Specifically, the classification of a term as a condition has similar effects in charter parties and insurance contracts, namely, the termination of the contract and/or claim for damages. Nevertheless, the marine insurance conditions also rely on the claim’s seriousness to effectively provide the election of contractual termination, thus rendering them rather weakened compared to charter parties. At the same time, classifying a term as a warranty always had a different impact. The classification of a term as a warranty in a charter party may only offer as a remedy compensation for damages, but not the option to terminate the contract. In insurance contracts, the classification of a term as a warranty provides the same options to the affected party as a term classified as a condition, namely, the termination of the contract and/or claim for damages. With the introduction of MIA 2015, the affected party, when triggering a warranty, has a third option, namely, to be able to amend the contractual relationship in case reasons of termination emerge, protecting at the same time the other party, rendering it irresponsible of any damages or claims until the contractual relationship is reinstated.]]></description>
      <pubDate>Thu, 30 Mar 2023 13:19:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2138241</guid>
    </item>
    <item>
      <title>Sustainability from a Marine Insurance Perspective</title>
      <link>https://trid.trb.org/View/2083673</link>
      <description><![CDATA[Decarbonization is the leading topic on the shipping sector’s lengthening environmental, social, and governance (ESG) agenda, and a key area for the marine insurers that help to manage maritime risk. An important activity for the marine insurance sector is to support the development of next-generation power solutions, such as fuel and battery technologies. Since new technologies introduce new risks, insurers are an integral part of the common goal of securing and providing tomorrow’s zero-carbon shipping solutions. Insurers need to provide the appropriate risk measurements and advisory services to their members and insured customers. In addition, the wider insurance sector can contribute significantly to the zero-carbon transition through loss-prevention initiatives.]]></description>
      <pubDate>Thu, 15 Dec 2022 14:15:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2083673</guid>
    </item>
    <item>
      <title>Importance of Parallel - Bareboat Charter Registration and Its Connection with Marine Insurance</title>
      <link>https://trid.trb.org/View/1877473</link>
      <description><![CDATA[The impact of the Parallel Registration is pretty apparent in modern shipping. Traces of Parallel Registration, Dual Registration, Demise Charter Registration and Bareboat Charter Registration can be found in both the Open Ship Registries system and the traditional Closed Ship Registries. The stance of both the new maritime nations and the traditional Flag States towards Parallel Registration are analyzed. The reasons for the acceptance of the Parallel Registration include the positive impact to the maritime companies, the benefits to the Ship Registries involved and the satisfaction of particular ambitions on behalf of the States that embrace this institution. There is further specialization in the implications of Parallel Registration in the Marine Insurance practices especially in the case of bareboat chartering. The status of the ship owner, the ship charterer and the mortgage lender are further examined under the auspices of Parallel Registration in the event of a Marine Insurance incident.]]></description>
      <pubDate>Wed, 29 Dec 2021 14:43:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1877473</guid>
    </item>
    <item>
      <title>Insurance related problems in bareboat charter agreements</title>
      <link>https://trid.trb.org/View/1870384</link>
      <description><![CDATA[In 2017, the majority of the United Kingdom Supreme Court held in its judgment in the Gard Marine and Energy v China National Chartering (The Ocean Victory) case that, in bareboat charters under the ‘BARECON 89’ form, if both the owner and the charterer are jointly insured under a hull policy, the damages caused to the vessel by the charterer cannot be claimed by the insurer by way of subrogation after indemnifying the owner. The interpretation of the charter party leads to the conclusion that the liability between the parties is excluded. Faced with the Supreme Court’s decision, the Baltic and International Maritime Council (BIMCO) adopted a new standard bareboat charter agreement only a few months later, the ‘BARECON 2017’ form, which amends, among other clauses, the one related to insurance. The present paper analyses (i) the new wording of the clause mentioned above and (ii) its incidence on the relationship between the parties of both the charter agreement and the insurance contract and its consequences for possible third parties. Despite BIMCO’s attempt to change the solution adopted by the Supreme Court and his willingness to allow the insurer to claim in subrogation against the person who causes the loss, the consequences, as it will be seen, do not differ much in practice when the wrongdoer is the co-insured charterer. On the contrary, when the loss is caused by a time charter or a sub-charter, in principle, there will be no impediment for the insurer to sue him.]]></description>
      <pubDate>Thu, 07 Oct 2021 16:59:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1870384</guid>
    </item>
    <item>
      <title>Risk Assessment for Ships Based on Information Entropy and Intuitionistic Fuzzy Linguistic Variables</title>
      <link>https://trid.trb.org/View/1756686</link>
      <description><![CDATA[With respect to extensive existence of subjective factors of multiple attribute decision making (MADM) in risk assessment of ships, this study applies intuitionistic linguistic variables to depict the information of decision making with multiple attributes. Fuzzy Euclidean weighted averaging (FEWA) operator is applied to calculate the integrated assessment values of ships in order to reflect the group opinions. With integrated assessment values and membership degrees as the basic measures of risk, the ship safety expectation is obtained. As for case studies, five ships undergoing insurance assessment are ranked based on their safety expectation values. It is found that intuitionistic linguistic variables are useful for efficiently evaluating risk levels of ships.]]></description>
      <pubDate>Thu, 25 Mar 2021 09:35:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1756686</guid>
    </item>
    <item>
      <title>Insurer diversifies</title>
      <link>https://trid.trb.org/View/1735218</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 18:41:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1735218</guid>
    </item>
    <item>
      <title>Insurers warned of 'stranded assets'</title>
      <link>https://trid.trb.org/View/1735040</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 18:39:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1735040</guid>
    </item>
    <item>
      <title>P&amp;I faces Dickens of a cost dilemma : clubs note that, like the rest of the insurance market, they have suffered</title>
      <link>https://trid.trb.org/View/1735002</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 18:38:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1735002</guid>
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    <item>
      <title>German H&amp;M insurance claims fall flat</title>
      <link>https://trid.trb.org/View/1735000</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 18:38:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1735000</guid>
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    <item>
      <title>P&amp;I market grapples with UK's withdrawal from EU : 2016's paucity of major losses left underwriters unable to push prices up</title>
      <link>https://trid.trb.org/View/1734980</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 18:38:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1734980</guid>
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    <item>
      <title>P&amp;I Clubs feel the squeeze : many clubs hope to give their members a boost and have increased their reserves in recent years</title>
      <link>https://trid.trb.org/View/1734979</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 28 Aug 2020 18:38:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1734979</guid>
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