{"id":124016,"date":"2026-01-06T12:39:03","date_gmt":"2026-01-06T12:39:03","guid":{"rendered":"https:\/\/my.legal500.com\/guides\/?post_type=comparative_guide&#038;p=124016"},"modified":"2026-01-06T12:39:03","modified_gmt":"2026-01-06T12:39:03","slug":"brazil-shipping","status":"publish","type":"comparative_guide","link":"https:\/\/my.legal500.com\/guides\/chapter\/brazil-shipping\/","title":{"rendered":"Brazil: Shipping"},"content":{"rendered":"","protected":false},"template":"","class_list":["post-124016","comparative_guide","type-comparative_guide","status-publish","hentry","guides-shipping","jurisdictions-brazil"],"acf":[],"appp":{"post_list":{"below_title":"<div class=\"guide-author-details\"><span class=\"guide-author\">Salomao Abvogados<\/span><span class=\"guide-author-logo\"><img src=\"https:\/\/my.legal500.com\/guides\/wp-content\/uploads\/sites\/1\/2025\/12\/logo_Salomao_principal_cor.jpg\"\/><\/span><\/div>"},"post_detail":{"above_title":"<div class=\"guide-author-details\"><span class=\"guide-author\">Salomao Abvogados<\/span><span class=\"guide-author-logo\"><img src=\"https:\/\/my.legal500.com\/guides\/wp-content\/uploads\/sites\/1\/2025\/12\/logo_Salomao_principal_cor.jpg\"\/><\/span><\/div>","below_title":"<span class=\"guide-intro\">This country specific Q&amp;A provides an overview of Shipping laws and regulations applicable in Brazil<\/span><div class=\"guide-content\"><div class=\"filter\">\r\n\r\n\t\t\t\t<input type=\"text\" placeholder=\"Search questions and answers...\" class=\"filter-container__search-field\">\r\n\t\t\t<\/div>\r\n\r\n\t\t\t\r\n\r\n\r\n\t\t\t<ol class=\"custom-counter\">\r\n\r\n\t\t\t\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">What system of port state control applies in your jurisdiction? What are their powers?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Port State Control (PSC) inspections in Brazil are carried out by the Brazilian Maritime Authority, primarily through the Harbourmaster\u2019s Offices (Capitanias dos Portos) subordinate to the Navy\u2019s Directorate of Ports and Coasts (DPC). Brazil follows the IMO guidelines and Law 9,537\/1997 authorises the Maritime Authority to regulate and enforce safety of navigation and environmental protection. Decree 2,596\/1998 details the enforcement powers, while Maritime Authority Standard (NORMAM) n. 02\/DPC operationalise PSC inspections.<\/p>\n<p>PSC powers include:<\/p>\n<ul>\n<li>Verification of compliance with SOLAS, MARPOL, STCW, MLC and other international instruments incorporated into Brazilian law.<\/li>\n<li>Detention of vessels in case of serious deficiencies that present a clear danger to safety, navigation, or the marine environment.<\/li>\n<li>Imposition of fines for infringements of Brazilian maritime regulations.<\/li>\n<li>Ordering corrective measures and requesting additional documentation, inspections, or repairs.<\/li>\n<li>Suspension of port operations in situations of imminent risk.<\/li>\n<li>Deny entry or order a vessel to leave Brazilian waters in extreme cases of non-compliance.<\/li>\n<\/ul>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Are there any applicable international conventions covering wreck removal or pollution? If not what laws apply?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil ratified MARPOL and its main annexes, as well as the CLC 69. The ratification of CLC 92 is currently under review in the Brazilian Congress. These instruments are complemented domestically by Law 9,966\/2000, which governs pollution prevention, liability and compensation, CONAMA regulations, and the Maritime Traffic Safety Law (LESTA) and its regulation.<br \/>\nBrazil has signed but not yet ratified the Nairobi Wreck Removal Convention. Wreck removal is therefore governed by domestic law, primarily by Federal Law 7,542\/1986 and Maritime Authority Standards (NORMAMs), which require owners to report, mark and remove wrecks that pose navigational or environmental risks. Authorities may also impose fines, order removal, and execute removal at the owner\u2019s cost in case of non-compliance.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">What is the limit on sulphur content of fuel oil used in your territorial waters? Is there a MARPOL Emission Control Area in force?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil follows the global MARPOL Annex VI sulphur cap, which limits the sulphur content of fuel oil used in its territorial waters to 0.50% m\/m. Brazil has not established any MARPOL Emission Control Area (ECA); therefore, the stricter 0.10% m\/m limit applicable to ECAs does not apply in Brazilian waters.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Are there any applicable international conventions covering collision and salvage? If not what laws apply?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>The main conventions signed by Brazil related to collision and salvage are the Bustamante Code of 1928; the United Nations Convention of the Law of the Sea 1982; 1989 International Convention on Salvage (ICS); the International Convention for the Safety of Life at Sea (SOLAS 1974); the International Convention on Regulation for Preventing Collisions at Sea of 1983; and the Convention on International Regulations for Preventing Collisions at Sea of 1972.<\/p>\n<p>Salvage is also regulated by Law no. 7,203\/1984 and Maritime Authority Standards (NORMAM). Domestic law is also applicable in relation to liability caused by collision and salvage, such as the Brazilian Commercial Code and the Brazilian Civil Code, as well as<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Is your country party to the 1976 Convention on Limitation of Liability for Maritime Claims? If not, is there equivalent domestic legislation that applies? Who can rely on such limitation of liability provisions?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil has not ratified the 1976 Convention on Limitation of Liability for Maritime Claims. It has, however, ratified the Convention for the Unification of Certain Rules relating to the Limitation of the Liability of Owners of Seagoing Vessels (Brussels 1924), which allows shipowners to limit liability by abandoning the vessel or through a capped amount based on the vessel&#8217;s tonnage, as well as the 1969 Convention on civil Liability for Oil Pollution Damage, which applies to vessels carrying oil in bulk. However, the limitation under said conventions has not been properly tested in Courts.<\/p>\n<p>Maritime claims are mainly governed by a combination of the Brazilian Commercial Code and the Civil Code, together with special statutes (notably in environmental, consumer and labour matters), which generally favour full compensation for proven loss and often impose strict liability.<\/p>\n<p>Contractual limitation may be recognised in commercial contracts, but their enforceability is subject to judicial control and may be restricted or denied, particularly in cases involving gross negligence, environmental damage, personal injury, death or consumer relations.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">If cargo arrives delayed, lost or damaged, what can the receiver do to secure their claim? Is your country party to the 1952 Arrest Convention? If your country has ratified the 1999 Convention, will that be applied, or does that depend upon the 1999 Convention coming into force? If your country does not apply any Convention, (and\/or if your country allows ships to be detained other than by formal arrest) what rules apply to permit the detention of a ship, and what limits are there on the right to arrest or detain (for example, must there be a \u201cmaritime claim\u201d, and, if so, how is that defined)? Is it possible to arrest in order to obtain security for a claim to be pursued in another jurisdiction or in arbitration?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil has not ratified the 1952 Arrest Convention, nor the 1999 International Convention on Arrest of Ships. Accordingly, no international arrest convention is in force in Brazil, and ship arrest is governed by domestic law.<\/p>\n<p>Judicial arrest of vessels in Brazil is available under Brazilian procedural law, primarily the Brazilian Code of Civil Procedure, through provisional and precautionary measures aimed at securing enforcement of a claim.<\/p>\n<p>Arrest is generally available where the claimant demonstrates a prima facie claim; risk to enforcement (periculum in mora); and proportionality between the claim and the measure sought.<\/p>\n<p>If cargo arrives delayed, lost or damaged, the receiver should promptly issue a formal notice of claim. It may be advisable the appointment of an independent surveyor.<\/p>\n<p>In addition to judicial arrest, vessels may be administratively detained by the Maritime Authority for safety, environmental or regulatory reasons. Such administrative detention is distinct from judicial arrest and does not serve as security for private claims.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">For an arrest, are there any special or notable procedural requirements, such as the provision of a PDF or original power of attorney to authorise you to act?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>There are no unusual procedural requirements to apply for the arrest of a vessel in Brazil.<\/p>\n<p>Counsel must be a Brazilian-qualified lawyer duly enrolled with the Brazilian Bar Association and authorised by a power of attorney signed by a representative of the company with power to do so. Scanned or PDF copies of the power of attorney are generally accepted, especially for urgent arrest applications, with originals only being required at a later stage if requested by the court. In urgent situations, Brazilian law allows for the presentation of the judicial request without the proper PoA, provided that it is presented in 15 days.<\/p>\n<p>In Brazil, documents in foreign languages must be translated to Portuguese by an official translator. Similarly to the PoA, documents may be presented without the translation in urgent situations, but the translation must be presented later.<\/p>\n<p>In most states, arrest applications are filed electronically and may be granted ex parte in urgent cases. Courts may require the arresting party to post counter-security to cover potential damages arising from a wrongful arrest.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">What maritime liens \/ maritime privileges are recognised in your jurisdiction? Is recognition a matter for the law of the forum, the law of the place where the obligation was incurred, the law of the flag of the vessel, or another system of law?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil recognises maritime liens (maritime privileges) pursuant to both domestic law and the International Convention for the Unification of Certain Rules relating to Maritime Liens and Mortgages (Brussels, 1926), which was ratified by Brazil and incorporated into domestic law. On the other hand, Brazil has not ratified the 1993 Convention on Maritime Liens and Mortgages.<\/p>\n<p>Accordingly, maritime liens recognised in Brazil include, among others, claims for crew wages, salvage, port, harbour and pilotage dues, collision and other damage caused by the vessel, and certain claims arising directly from the operation of the ship.<\/p>\n<p>While the matter has not been sufficiently tested, the recognition, ranking and enforcement of maritime liens are treated as a matter of the law of the forum and Brazilian courts apply Brazilian law, including the 1926 Convention as incorporated, to determine whether a claim qualifies as a maritime lien and its priority.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Is it a requirement that the owner or demise charterer of the vessel be liable in personam? Or can a vessel be arrested in respect of debts incurred by, say, a charterer who has bought but not paid for bunkers or other necessaries?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Under Brazilian law, vessel arrest is most commonly sought where there is a prima facie basis for the owner\u2019s (or demise charterer\u2019s) in personam liability, although arrest may also be pursued on an in rem basis in limited circumstances. In such cases, additional requirements must be satisfied, including that Brazilian courts have jurisdiction and that the conditions for interim relief under the Brazilian Code of Civil Procedure are met (e.g., prima facie right and risk to the useful outcome of the proceedings).<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Are sister ship or associated ship arrests possible?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazilian law does not recognise associated ship arrest as a general rule. There is no statutory basis allowing the arrest of vessels merely because they are under common control, management or beneficial ownership.<\/p>\n<p>Thus, as a rule, arrest is limited to the specific vessel in respect of which the claim arose. However, in exceptional circumstances, Brazilian courts may authorise the arrest of another vessel owned by the same legal entity as the liable party, based on general procedural principles.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Does the arresting party need to put up counter-security as the price of an arrest? In what circumstances will the arrestor be liable for damages if the arrest is set aside?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Under Brazilian law, the arresting party is not automatically required to provide counter-security as a condition for arrest. The court has discretion to require the arrestor to post counter-security (such as a cash deposit or bond) if deemed necessary to protect the interests of the vessel owner.<\/p>\n<p>The arresting party may be held liable for damages if the arrest is later set aside and the court finds that the arrest was wrongful or abusive, including cases where the claim is manifestly unfounded, where material facts were misrepresented or omitted, or where the arrest was pursued in bad faith or with gross negligence. In such cases, the owner may seek compensation in the same proceeding.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">How can an owner secure the release of the vessel? For example, is a Club LOU acceptable security for the claim?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>An owner may secure the release of an arrested vessel by providing adequate security for the claim, as determined by the court. Brazilian courts generally accept cash deposits, bank guarantees and court bonds.<\/p>\n<p>P&amp;I Club Letters of Undertaking (LOUs) are commonly accepted in practice, particularly when issued by first-class International Group P&amp;I Clubs, although acceptance is ultimately subject to the court\u2019s discretion and may depend on the circumstances of the case and the claimant\u2019s consent.<\/p>\n<p>Once adequate security is provided, courts usually order the prompt release of the vessel.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Describe the procedure for the judicial sale of arrested ships. What is the priority ranking of claims?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>If an arrested vessel is not released by the provision of adequate security, the court may order its judicial sale, typically by public auction conducted under the Brazilian Code of Civil Procedure. The sale may be ordered to preserve the value of the asset, particularly where maintenance costs are high or the vessel is deteriorating.<\/p>\n<p>Prior to the sale, the court will determine an appraised value, publish public notices, and set the conditions for the auction. The vessel is sold free and clear of liens and encumbrances, which are transferred to the sale proceeds. Proceeds are deposited with the court and later distributed to creditors according to statutory priority.<\/p>\n<p>The distribution of proceeds follows Brazilian law, including the Brussels Convention on Maritime Liens and Mortgages 1926 (ratified by Brazil), the Brazilian Commercial Code, and related legislation. In broad terms, priority is generally as follows:<\/p>\n<ul>\n<li>Costs of the judicial sale and expenses incurred for the preservation of the vessel (custodia legis);<\/li>\n<li>Maritime liens (maritime privileges), ranked in accordance with the 1926 Convention, including, typically: crew wages and repatriation costs; salvage claims; port, harbour, pilotage and navigation dues; claims for damage caused by the vessel (including collision);<\/li>\n<li>Registered ship mortgages;<\/li>\n<li>Other unsecured maritime and non-maritime claims.<\/li>\n<\/ul>\n<p>Priority among claims within the same class is determined by the applicable rules of Brazilian law and, where relevant, by the chronological order of the claims.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Who is liable under a bill of lading? How is \u201cthe carrier\u201d identified? Or is that not a relevant question?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Under Brazilian law, liability under a bill of lading lies with the contractual carrier, being the party that assumes the obligation to carry the goods and issues or is identified as carrier in the bill of lading.<\/p>\n<p>Brazilian courts usually analyse the bill of lading wording as a whole to identify the carrier, including the identity of the issuer, the signature box, carrier clause and any incorporated terms, as well as the factual role performed by the parties involved.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Is the proper law of the bill of lading relevant? If so, how is it determined?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Where cargo claims are litigated in Brazil, Brazilian law governs the claim and any ancillary disputes.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Are jurisdiction clauses recognised and enforced?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Jurisdiction clauses are generally recognised and enforced under Brazilian law. Brazilian courts tend to uphold exclusive foreign jurisdiction clauses, provided that they are clearly drafted, freely agreed by the parties and do not violate Brazilian public policy or mandatory rules.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">What is the attitude of your courts to the incorporation of a charterparty, specifically: is an arbitration clause in the charter given effect in the bill of lading context?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazilian courts generally recognise the incorporation of charterparty terms into bills of lading, including arbitration clauses, provided that the incorporation is clear, express and unequivocal.<\/p>\n<p>An arbitration clause contained in a charterparty will typically be given effect in the bill of lading context if the bill of lading expressly refers to the charterparty and incorporates its terms, and if the holder of the bill of lading can reasonably be deemed to have been made aware of the arbitration agreement.<\/p>\n<p>Where validly incorporated, arbitration clauses are generally enforced in accordance with the Brazilian Arbitration Act and the New York Convention, to which Brazil is a party.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Is your country party to any of the international conventions concerning bills of lading (the Hague Rules, Hamburg Rules etc)? If so, which one, and how has it been adopted \u2013 by ratification, accession, or in some other manner? If not, how are such issues covered in your legal system?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil is not a party to the Hague Rules, Hague-Visby Rules, Hamburg Rules, or Rotterdam Rules. None of the international conventions governing bills of lading has been ratified or adopted by Brazil.<\/p>\n<p>As a result, issues relating to bills of lading are governed exclusively by domestic law, primarily the Brazilian Commercial Code (notably its provisions on maritime carriage of goods), the Brazilian Civil Code, and, where applicable, the Consumer Protection Code. Procedural aspects are governed by the Brazilian Code of Civil Procedure.<\/p>\n<p>Brazilian courts address matters such as carrier liability, burden of proof, time bars and damages based on these domestic statutes and general principles of contract and tort law. While international conventions may be used as persuasive or interpretative references, they do not apply as binding law in Brazil.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Is your country party to the 1958 New York Convention on the Recognition and Enforcement of Foreign Arbitral Awards? If not, what rules apply? What are the available grounds to resist enforcement?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazil is a party to the 1958 New Your Convention, which applies alongside the Brazilian Arbitration Act (Law 9,307\/1996).<\/p>\n<p>Recognition and enforcement of foreign arbitral awards require prior approval by the Superior Court of Justice (STJ), which examines whether the award meets the Convention and Brazilian statutory requirements.<\/p>\n<p>The available grounds to resist enforcement reflect Article V of the New York Convention and the Brazilian Arbitration Act, including:<\/p>\n<ul>\n<li>Invalidity of the arbitration agreement;<\/li>\n<li>Lack of proper notice or inability of a party to present its case;<\/li>\n<li>Excess of jurisdiction;<\/li>\n<li>Irregularity in the composition of the arbitral tribunal or in the arbitral procedure;<\/li>\n<li>Award not yet binding or set aside\/suspended in the seat of arbitration;<\/li>\n<li>Non-arbitrability of the subject matter under Brazilian law;<\/li>\n<li>Violation of Brazilian public policy.<\/li>\n<\/ul>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Please summarise the relevant time limits for commencing suit in your jurisdiction (e.g. claims in contract or in tort, personal injury and other passenger claims, cargo claims, salvage and collision claims, product liability claims).<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Time bar varys depending on the nature of the claim, and Brazilian courts have adopted different interpretations in specific circumstances. In general terms (and subject to confirmation on a case-by-case basis), cargo claims must be brought within one year; collection claims for certain contractual debts within five years; salvage claims within two years; tort-based indemnity claims within three years; and most contractual claims may be brought within up to ten years.<\/p>\n<p>Brazil adopts the actio nata doctrine, under which the limitation period begins when the claim arises.<\/p>\n<p>Brazil also allows for the time bar to be interrupted once.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\t\t\t\t\t<li class=\"question-block filter-container__element\">\r\n\t\t\t\t\t\t<h3 class=\"filter-container__match-html\">Does your system of law recognize force majeure, or grant relief from undue hardship?<\/h3>\r\n\t\t\t\t\t\t<button id=\"show-me\">+<\/button>\r\n\t\t\t\t\t\t<div class=\"question_answer filter-container__match-html\" style=\"display:none;\"><p>Brazilian law recognises force majeure and fortuitous events and also provides mechanisms for relief from undue hardship.<\/p>\n<p>Force majeure is expressly regulated by the Brazilian Civil Code, which exempts a party from liability where non-performance results from an unavoidable and unforeseeable event beyond the party\u2019s control, unless the party has expressly assumed such risk by contract.<\/p>\n<p>Brazilian law also recognises relief from undue hardship through the doctrines of excessive onerousness. Where an extraordinary and unforeseeable event fundamentally alters the contractual equilibrium, courts may grant contract adaptation or termination, even absent total impossibility of performance.<\/p>\n<p>These doctrines are applied restrictively and assessed on a case-by-case basis, with courts considering foreseeability, causation, allocation of risk and contractual terms.<\/p>\n<\/div>\r\n\r\n\r\n\t\t\t\t\t<\/li>\r\n\r\n\t\t\t\t\r\n<div class=\"word-count-hidden\" style=\"display:none;\">Estimated word count: <span class=\"word-count\">3139<\/span><\/div>\r\n\r\n\t\t\t<\/ol>\r\n\r\n<script type=\"text\/javascript\" src=\"\/wp-content\/themes\/twentyseventeen\/src\/jquery\/components\/filter-guides.js\" async><\/script><\/div>"}},"_links":{"self":[{"href":"https:\/\/my.legal500.com\/guides\/wp-json\/wp\/v2\/comparative_guide\/124016","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/my.legal500.com\/guides\/wp-json\/wp\/v2\/comparative_guide"}],"about":[{"href":"https:\/\/my.legal500.com\/guides\/wp-json\/wp\/v2\/types\/comparative_guide"}],"wp:attachment":[{"href":"https:\/\/my.legal500.com\/guides\/wp-json\/wp\/v2\/media?parent=124016"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}