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58 Infrastructure 1 (2018-2019)

handle is hein.journals/infrastr58 and id is 1 raw text is: SB NRSTUTR N REUAE IDSRE SC IO sDtru 1uri Vol. 58, No. 1, Fall 2018 A Century of Maritime Law and Its Impact on Other Regulated Industries By Charles A. Patrizia Since the founding of our Section in 1917, tech- nology has changed the maritime industry and the industry has driven technological change. At the same time, much of the heritage of the maritime industry and its governing body of law has remained constant. New Technologies, Time-Honored Law Navigation is now aided by satellite, not sextant and the sighting of the sun or stars. Cargo travels containerized, and the role of stevedores to load and unload break bulk cargo is reduced.' Diesel is the common power source, not coal-fired steam (though wind power is touted as resurgent). Automation has reduced crew size particularly on merchant vessels, even as vessel size increases. The largest container vessel is now more than 170,000 tons, yet caries a crew of fewer than 30. The newest pas- senger vessel-the Symphony of the Seas-will transport more than 6,000 passengers served by 2,000 crew members, whereas the Titanic could transport 2,500 passengers served by 1,000 crew members. Some coun- tries' navies and merchant marines are beginning to use drone vessels. Patrizia Charles A. Patrizia (charlespatrizia@paulhastings.com) is a partner in the Paul Hastings Litigation practice and is based in the firm's Washington D. C., office. He has more than 40 years of experience in regulatory matters and complex dispute resolution. He chairs the Section'ts Committee on Maritime Law. Yet with all those changes, the perils of the sea remain. A person lost overboard will always be a speck difficult to find in a rolling ocean. Storms still batter ships, and despite advances in navigation, there are still groundings and collisions. And the law applicable to all these matters still draws on hundreds of years of admiralty cases and still car- ries its own special vocabulary-general and specific average, maintenance and cure, charter parties, and insurance clubs. While virtually all of the usual claims under the typical carriage or charter contracts are now subject to arbitration and federal cases have declined, arbitration decisions routinely cite U.S. and English admiralty cases.2 continued on page 7 INSIDE i Depi.yi ent . Page 11 Published in Infrastructure, Volume 58, Number 1, Fall 2018. © 2019 American Bar Association. Reproduced with permission. All rights reserved. This information or any portion thereof may not be copied or disseminated in any form or by any means or stored in an electronic database or retrieval system without the express written consent of the American Bar Association.

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