Watson Farley & Williams
14 Experts
3 Contributions by Watson Farley & Williams Experts
PRACTICE NOTES
Background
The number of electric vehicles is expected to rise sharply over the coming years, particularly as the UK plans to prohibit the sale of new petrol and diesel cars by 2035 (see: Government sets out path to zero emission vehicles by 2035). Major investment in the UK’s electric vehicle charging points (‘EVCP’) network will be needed to support the government’s push towards electric vehicles. It is therefore crucial for developers, charge point operators (‘CPOs’) and landlords to collaborate and capture the opportunities available in this relatively new market. In the real estate context, situations where EVCP issues may arise include:
an existing tenant seeking to install EVCPs within their demise or allocated parking bays, requiring a licence to alter from the landlord (and in some instances, a licence to alter outside the demise where cabling must be installed, see Precedent: Licence for
Property
PRACTICE NOTES
This Practice Note provides guidance on costs pursuant to the Hong Kong International Arbitration Centre (HKIAC) Administered Arbitration Rules 2024 (the 2024 HKIAC Rules; HKIAC 2024).
This note offers direction on costs under the 2024 HKIAC Administered Arbitration Rules. As outlined in Practice Note: HKIAC (2024)—the HKIAC Administered Arbitration Rules—application and key features, the 2024 HKIAC Rules generally govern HKIAC arbitrations begun on or after 1 June 2024, unless the parties decide otherwise; where proceedings were commenced before 1 June 2024, the 2018 HKIAC Rules will usually apply, save where the parties agreed otherwise. A specific ‘2024 Schedule of Fees’ applies to arbitrations administered pursuant to the 2024 HKIAC Rules. The two HKIAC Practice Notes on Costs of Arbitration, based on HKIAC 2018, Sch 2/hourly rates and Sch 3/sums in dispute (the Practice Notes on Costs), effective from 11 March 2019, continue to apply
Arbitration
PRACTICE NOTES
Insolvency law and admiralty or shipping/maritime law
Insolvency and admiralty or shipping/maritime law routinely involve cross-border dealings and assets spread across several jurisdictions. Over time, each area has developed mechanisms to recognise foreign legal regimes and to move towards harmonisation, whether through evolving practice or by unifying rules via international conventions. Nevertheless, these disciplines have largely progressed independently, paying limited attention to one another. As a result, although both seek international coherence, real points of friction have emerged between insolvency and maritime practice, which parties confronting a maritime insolvency must carefully consider...
The principal obstacle to conventional insolvency pathways is the range of rights held by stakeholders in the shipping sphere over the key tangible assets of shipowners—namely, vessels—arising under:
internationally recognised traditional maritime law (maritime liens)
international conventions, for example the International Convention Relating to the Arrest of Sea-Going Ships, Brussels 1952 (the
Restructuring & Insolvency
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