In this paper, the author analyses the liability of the charterer (shipper) towards the carrier in the carriage of goods by sea. He compares the Croatian legislative solutions (the Maritime Code ...2004) with international conventions (the Hague Rules 1924, the Hamburg Rules 1978 and the Rotterdam Rules 2009). The author considers that the charterer (shipper) is presumed not to be liable as a basic principle, but would in some cases be responsible for damage on the basis of proven fault or strict liability.
U ovom radu autor opisuje prvenstvenu koncesiju kao posebnu vrstu koncesije u lukama otvorenim za javni promet. Prikazuje zakonodavna rješenja (Zakon o morskim lukama iz 1995. i Zakon o pomorskom ...dobru i morskim lukama iz 2003.), mišljenje pomorskopravne teorije, te se konačno osvrće i na različitu sudsku praksu Upravnog suda RH, Vrhovnog suda RH i Ustavnog suda RH. Takva sudska praksa nesumnjivo ne doprinosi vladavini prava u pomorskom poduzetništvu.
The paper presents a brief chronology of the existence and activities of the Croatian Maritime Law Association on the occasion of its thirtieth anniversary. The Association had its predecessors in ...this area in the 19th century, when two associations operated within the Kingdom of Austria-Hungary: the Austrian Maritime Law Society, which had its headquarters in Trieste, and the Hungarian Maritime Law Society with its headquarters in Rijeka. ...
Persons with disabilities and persons with reduced mobility face discrimination every day. Although great effort has been made during the last decade towards improving their position, there is still ...room for progress. The European Union (EU) adopted Regulation 392/2009 and Regulation 1177/2010 in order to enhance the protection and rights of passengers while in transport by sea. Regulation 392/2009 incorporates the relevant provisions of the 2002 Protocol to the Athens Convention relating to the Carriage of Passengers and Their Luggage by Sea 1974. It also contains some additional provisions aiming to obtain complete uniformity within the EU as well as to ensure suitable protection for passengers. Regulation 1177/2010, on the other hand, establishes rules for sea and inland waterway transport whose main goal is to achieve the non-discrimination of passengers with regard to transport conditions offered by carriers and non-discrimination and assistance for persons with disabilities and persons with reduced mobility. Bypassing these acts, the EU has provided comprehensive protection for passengers in carriage by sea, giving special consideration to persons with disabilities. The Republic of Croatia has harmonised Croatian legislation on the maritime carriage of passengers with Regulation 392/2009 by amending its Maritime Code in 2013, while solutions from Regulation 1177/2010 were incorporated in Croatian legislation through the Amendments to the Act on Transport in Liner and Occasional Coastal Shipping, also in 2013. At the end of 2019, new amendments to this Act were adopted, further improving the rights of persons with disabilities and persons with reduced mobility.
Terorizam jest potpuna negacija demokracije i svih priznatih vrijednosti suvremenog
svijeta, te kao takav danas slovi za ključni destabilizacijski faktor pri
postizanju međunarodne i nacionalne ...sigurnosti. Pomorski terorizam, kao jedan
od njegovih pojavnih oblika, predstavlja golemu prijetnju ljudskim životima, morskom
okolišu i sigurnosti plovidbe uopće. Međunarodna zajednica, uključujući
Europsku uniju, posljednjih je tridesetak godina poduzela različite aktivnosti, s
ciljem prevencije terorizma, a koje su se dodatno intenzivirale nakon terorističkog
napada na SAD u rujnu 2001. godine. Donesen je cijeli niz pravnih propisa
na međunarodnoj i na nacionalnoj razini koji, prilično sustavno, reguliraju
ovu problematiku. Autori u ovom radu daju osvrt na relevantne pravne propise
s posebnim osvrtom na ulogu Obalne straže Republike Hrvatske u borbi protiv
pomorskog terorizma.
Osobe s invaliditetom i osobe smanjene pokretljivosti svakodnevno se suočavaju s diskriminacijom. Iako je u posljednjem desetljeću velik napor uložen da bi se njihova prava poboljšala, još ima mjesta ...za napredak. Radi unapređenja zaštite i prava putnika tijekom prijevoza morem, Europska unija (EU) usvojila je Uredbu 392/2009 i Uredbu 1177/2010. Uredba 392/2009 inkorporira relevantne odredbe Protokola iz 2002., uz Atensku konvenciju o prijevozu putnika i prtljage morem iz 1974. godine, ali, ujedno, sadržava i neka dodatna rješenja da bi se postigla jedinstvena i odgovarajuća zaštita svih putnika na razini EU-a. Uredba 1177/2010, s druge strane, utvrđuje pravila za prijevoz putnika morem i unutarnjim plovnim putovima čija je temeljna svrha osigurati jednake uvjete prijevoza za sve putnike te jednaka prava i pomoć za putnike s invaliditetom i osobe smanjene pokretljivosti. Donošenjem ovih propisa EU je omogućio sveobuhvatnu zaštitu putnicima u pomorskom prijevozu, pridajući posebnu pažnju upravo osobama s invaliditetom. Republika Hrvatska uskladila je svoje nacionalno zakonodavstvo, u dijelu u kojem se ono odnosi na prijevoz putnika morem, s Uredbom 392/2009 izmjenama Pomorskog zakonika 2013. godine, dok je rješenja Uredbe 1177/2010 implementirala u hrvatsku legislativu kroz izmjene Zakona o prijevozu u linijskom i povremenom obalnom pomorskom prometu, također, 2013. godine. Potkraj 2019. godine navedeni je zakon ponovno revidiran pa su posljednjim izmjenama prava putnika s invaliditetom i osoba smanjene pokretljivosti dodatno unaprijeđena.
In this article the author describes priority concession as a special kind of concession in the ports open for public traffic. He presents legislation solutions (Sea Ports Act of 1995 and Maritime ...Demesne and Sea Ports Act of 2003) and the interpretation there of in the maritime jurisprudence. Finally, he points out different court practice of superior Croatian courts (Administrative Court, Supreme Court and Constitutional Court). The mentioned court practice does undoubtedly not contribute to the rule of law in maritime enterprises.
Cjelokupni rad je podijeljen u pet dijelova. Nakon uvodnog (prvog) dijela, drugi dio je povijesni pregled pravnog statusa pomorskog dobra na području Republike Hrvatske. Treći se dio bavi razdobljem ...nakon stupanja na snagu Zakona o pomorskom dobru i morskim lukama 2003. god. U četvrtom dijelu autor analizira zakonska rješenja pro futuro. U petom dijelu autor iznosi svoja zaključna razmatranja. U radu se ističe problem stečenih stvarnih prava na pomorskom dobru i objektima izgrađenim na tom dobru. Iako su nekretnine pomorskog dobra uvijek bile u pravnom statusu općeg dobra, svi zakoni koji su regulirali pravni status te posebne vrste nekretnina predviđali su iznimku od načelne nemogućnosti stjecanja stvarnih prava na nekretninama pomorskog dobra. Autor naglašava da postojeći zakon (čl. 118.) nije riješio spomenute probleme, već ih je ostavio otvorenim. Međutim, nacrt novog zakonskog akta (radna verzija od 17. prosinca 2013. god. Ministarstva pomorstva, prometa i infrastrukture RH) predviđa jasnija i bolja rješenja.
The extensive text of the article is divided into five parts. The first part is an introduction. The second part is a historical review of the legal status of the maritime domain in the territory of ...the Republic of Croatia. The author describes various legal acts ranging from Austrian law to the Sea Ports Act of 1995. The third part deals with the period after the coming into force of the Maritime Domain and Seaports Act of 2003. In the fourth part, the author analyses the legislation solutions pro futuro. In the fifth part, the author spells out his concluding remarks. In the article, he emphasises the problem of the protection of property rights acquired on the maritime domain and the objects built on the same domain. Despite the fact that the maritime domain has always had the status of a general demesne, an exception to the impossibility to acquire property rights on maritime domain real estate has been provided in all laws regulating the legal status of his special type of real estate. The author points out that the Maritime Domain and Seaports Act of 2003 has not solved the mentioned problems (art. 118), but has left the issue open. Meanwhile, the draft of the new act anticipates clear and better solutions.
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