Publication
Motor Finance Redress: The Way Ahead
On August 1, 2025, the UK Supreme Court delivered its long-awaited judgment in Hopcraft v Close Brothers Limited and on 3 August the FCA announced it would consult on a redress scheme.
Global | Publication | September 2025
In our experience, the drafting of such clauses often does not take into account how administratively burdensome they can be – for example:
Suppliers will often ask for a period of grace during which they are not held responsible for delays. However, such relief gives customers uncertainty (and effectively extends the timetable for the project), so customers will typically resist these grace periods.
A solution to such problems we recently proposed (that both the supplier and customer liked) was a so-called “bucket of days” into which delays of two days or less would be deposited with no consequence for either party.
The solution required the parties to do a simple check of progress against the agreed timetable at their regular governance meetings; and where delays had occurred since the last meeting, irrespective of which party was responsible, that time was added to the bucket.
Only if the bucket is filled would the parties need to keep a record of subsequent delays (for relief and liquidated damages purposes).
The result is a simpler record-keeping process and a likelihood of fewer arguments over responsibility for delays. The supplier benefits from a degree of flexibility for delays caused by it, in return for accepting the risk that the bucket could be filled by delays caused by the customer (with no ability on the supplier’s part to claim additional payment or impose other consequences for those delays).
In the deal where we advanced this solution, the parties contractually agreed to exclude delays of three days or longer from the delay bucket, because it was felt that these would occur more rarely and that consequences should always flow from such serious delays.
It ought to go without saying, but it is important to be practical when drafting technology implementation, outsourcing and services contracts. Contracts that increase the administrative burden on the parties may be legally sound but run the risk of being disregarded by the parties in implementing the project until something particularly serious happens.
At that stage, it can be difficult trying to unravel a project which has not been implemented in line with the contract in order, say, to determine liability for claims (or other consequences). Contracts that make the relationship operate more smoothly at a practical level and that have workable, readily understood governance processes are to be preferred. There are many ways to make relief event clauses simpler and more collaborative. The solution set out here is just one of them.
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Publication
On August 1, 2025, the UK Supreme Court delivered its long-awaited judgment in Hopcraft v Close Brothers Limited and on 3 August the FCA announced it would consult on a redress scheme.
Publication
Songa Product and Chemical Tankers III AS v Kairos Shipping II LLC [2025] EWCA Civ 1227 (07 October 2025) has clarified the extent of the obligation on the Charterer to redeliver a vessel following the termination of a Barecon 2001 charter and of the Owner’s right to require it to be redelivered to a port “convenient to them”.
Publication
On 13 November 2025, the European Parliament adopted (subject to certain amendments) the substantive Omnibus Directive which was proposed by the European Commission on 26 February 2025 (see our previous briefing here). The Omnibus proposal has now been referred to the Committee of Legal Affairs to proceed to the trilogue negotiations.
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