Temeljem Pomorskog zakonika, Zakona o pomorskom dobru i morskim lukama te Pravilnika o uvjetima i načinu održavanja reda u lukama i na ostalim dijelovima unutarnjih morskih voda i teritorijalnog mora ...Republike Hrvatske koncesionar svake pojedine luke nautičkog turizma mora donijeti pravilnik o redu u toj luci i uvjetima korištenja lukom posebne namjene. To je zakonska obveza koja proizlazi iz pravnog statusa koncesionara luke nautičkog turizma, kao tijela koje upravlja lukom. Takvim pravilnikom posebno se regulira način odvijanja prometa u luci i namjena pojedinog dijela obale u luci, pri čemu su ovlaštenici koncesije u lukama nautičkog turizma dužni voditi računa o potrebama za stalni vez, tranzitni vez i operativni vez. Nadalje, osim namjene pojedinog dijela luke, propisuju se i postupak javljanja, načini uplovljavanja, pristajanja, vezivanja, premještanja, sidrenja i isplovljavanja plovnih objekata i način kontrole nad obavljanjem tih radnji, što je od iznimne važnosti za sigurnost plovidbe i zaštitu ljudskog života na moru. Pravilnik o redu u luci nautičkog turizma primjenjuje se na cijelom kopnenom i morskom prostoru luke, a sukladno ugovoru o koncesiji na pomorskom dobru u svrhu izgradnje i korištenja te luke. Pravilnik o redu u luci potvrđuje nadležna lučka kapetanija te mora biti adekvatno javno objavljen. Međutim, postavlja se pitanje koja ovlaštenja ima nadležno tijelo luke nautičkog turizma ako se krše odredbe tog pravilnika, odnosno koja su ovlaštenja nadležnih pomorsko-upravnih i državnih vlasti (lučka kapetanija, policija). Autori će analizirati opseg ovlasti i obveza koncesionara luke nautičkog turizma (marine) u kontekstu održavanja reda u luci, poglavito njegovu zakonsku i praktičnu ulogu u osiguranju potrebnih standarda sigurnosti plovidbe, ali i provedbu tih ovlaštenja u praksi domaćih luka nautičkog turizma, s osvrtom na dostupne statističke podatke koji ukazuju na stvarni standard sigurnosti plovidbe u domaćim lukama nautičkog turizma (marinama).
Konvencija o radu pomoraca (MLC konvencija), usvojena 2006. godine u Ženevi, stupila je na snagu u kolovozu 2013. godine. Ona predstavlja konsolidaciju i modernizaciju standarda definiranih u čak 37 ...konvencija usvojenih do tada u okviru Međunarodne organizacije rada (MOR). Republika Hrvatska ratificirala je Konvenciju u veljači 2010. godine te je svoje nacionalno zakonodavstvo uskladila s njenim odredbama. MLC konvencijom obuhvaćeni su gotovo svi aspekti života i rada pomoraca. Brodovi država stranaka Konvencije trebaju imati posebne svjedodžbe kao dokaz poštivanja propisanih standarda. Među najvažnijim konvencijskim odredbama jesu one koje osiguravaju minimalni standard zaštite zdravlja i medicinske skrbi u zaštiti pomoraca od financijskih posljedica pojave bolesti, povreda ili smrti u vezi s njihovim zaposlenjem. Radi provođenja te zaštite, MLC konvencijom se obvezuju države članice donijeti odgovarajuće propise kojima će osigurati da brodovlasnici svih brodova koji plove pod njihovom zastavom primjenjuju sustav zaštite pomoraca predviđen Konvencijom. Te su obveze propisane u glavi 4.2. koja nosi naslov: Odgovornost brodovlasnika. Prema tim je odredbama brodovlasnik dužan za svoje pomorce snositi niz troškova zdravstvene zaštite ili osigurati financijsko jamstvo za te troškove. Država stranka, nadalje, mora zahtijevati da brodovi koji plove pod njezinom zastavom pruže financijsko jamstvo za troškove repatrijacije pomoraca (Standard 2.5), a za slučaj gubitka broda, država stranka mora donijeti propise kojima će predvidjeti obvezu poslodavca da pomorcima isplati odgovarajuću naknadu (Standard 2.6). U radu se posebno prikazuje i analizira sustav osiguranja predviđen Konvencijom o radu pomoraca. U Konvenciji nije izrijekom predviđeno obvezno osiguranje od odgovornosti, kao što je to, primjerice, predviđeno u CLC i Bunker konvenciji, s pravom treće oštećene osobe na izravni zahtjev prema osiguratelju od odgovornosti, ali se institut osiguranja i ovdje pokazuje kao vrlo prikladan način za ispunjenje Konvencijskih zahtjeva. Konvencijski je sustav o osiguranju postavljen vrlo široko i nedovoljno je precizan, pa to otvara brojna pitanja i dvojbe. Među tim pitanjima posebice su zanimljiva ova: kakva je pravna narav predviđenog osiguranja, je li to osiguranje života odnosno nezgode ili odgovornosti; tko se u odnosu iz osiguranja javlja kao osiguratelj, a tko kao osiguranik; koja osoba ima osigurljiv interes i kakve je naravi taj interes; kojom se ispravom dokazuje ispunjenje Konvencijskih zahtjeva vezano za osiguranje pomoraca (financijsko jamstvo). Iznimno su značajna i pitanja prava na izravnu tužbu kao i mjerodavnog prava i jurisdikcije. U radu će sva ta pitanja biti razmatrana i objašnjena prema dosadašnjim saznanjima i iskustvima.
The Maritime Labour Convention (MLC) was adopted in Geneva in 2006, and entered into force in August 2013. The Convention represents the consolidation and modernization of the standards set in as ...many as 37 conventions previously adopted by the ILO. The Republic of Croatia ratified the Convention in February 2010, and has partially aligned its national legislation with its provisions. Almost all aspects of seafarers’ life and work are foreseen by the MLC. All Member State ships shall have a maritime labour certificate as prima facie evidence that the requirements of this Convention have been met. The most important provisions of the Convention ensure minimum standards of health protection and medical care, so that seafarers are protected from financial consequences of sickness, injury or death occurring in connection with their employment. Each Member State shall therefore adopt law sand regulations requiring that owners of ships that fly its flag are responsible for seafarers’ health protection and medical care as foreseen by the MLC. These provisions are stipulated in Regulation 4.2. under the heading ''Shipowners’ liability''. According to these provisions, shipowners shall either be liable to bear medical care costs or shall have to provide financial security for these costs. Furthermore, each Member State shall require ships that fly its flag to provide financial security for the costs of seafarers’ repatriation (Standard 2.5), and to ensure that seafarers are compensated when a ship is lost or has foundered (Standard 2.6).
The paper describes and analyzes the insurance system provided by the Maritime Labour Convention. The Convention does not expressly require compulsory liability insurance, but the insurance is a convenient way of fulfilling some of its requirements. It differs from the CLC and the Bunkers Convention that contain provisions on compulsory insurance, and also give a third injured party the right for a direct claim towards the liability insurer. The Convention’s insurance system is defined in a very broad manner, which is insufficiently precise so it raises many questions. Particularly interesting are the following: What is the legal nature of this insurance? Is it life, injury or liability insurance? Who is the insurer, and who the insured? Who has an insurable interest, and what is the nature of that interest? Which document ensures the fulfilment of the Convention requirements regarding the security of seafarers (financial security requirements)? Extremely important is the issue concerning a direct action against an insurer, as well as the issue of the applicable law and jurisdiction. All these issues will be addressed and explained in the paper on the basis of current knowledge and experience.
According to the Maritime Code, the Maritime Domain and Seaports Act and the Ordinance on the Conditions and Mode of Ordering in Ports and Other Parts of the Inland Waters and Territorial Sea of the ...Republic of Croatia, the concessionaire of each individual port of nautical tourism must issue an ordinance on the order in the port and conditions of use of the special purpose port. This is a legal requirement arising from the legal status of the concessionaire of the nautical tourism port, as its managing body. Such Ordinance shall in particular regulate the means of traffic management in the port, and the purpose of particular shore areas in the port, whereby the concessionaire in the ports of nautical tourism shall be obliged to take into account the needs for permanent transit and operational berths. Furthermore, apart from prescribing the purpose of individual port areas, the Ordinance also prescribes the reporting procedures, as well as the entering,mooring, berthing, moving, anchoring and leaving procedures of vessels and how they ought to be controlled, which is of vital importance for the safety of navigation and the protection of human life at sea. The Ordinance on the Order in the Nautical Tourism Port shall apply to the entire land and sea area of the Port, in accordance with the Maritime Concession Contract for the Construction and Use of the Port. The Ordinance on the order in port confirmed by the competent port authority shall be effectively publicized. However, the question that arises is what extent of power nautical port authorities have if the ordinance provisions are violated, i.e. what are the powers of competent maritime administrative and state authorities (Harbour Master, police). In this paper, the authors analyze the scope and responsibilities of the nautical tourism port concessionaires with regard to maintenance of the order in the port. Above all, they explore its legal and practical role in ensuring the necessary standards of navigation safety, as well as the implementation of these powers in the practice of domestic ports of nautical tourism (marinas), with reference to available statistical data that point to the actual standards of navigation safety in domestic ports of nautical tourism (marinas).
According to the Maritime Code, the Maritime Domain and Seaports Act and the Ordinance on the Conditions and Mode of Ordering in Ports and Other Parts of the Inland Waters and Territorial Sea of the ...Republic of Croatia, the concessionaire of each individual port of nautical tourism must issue an ordinance on the order in the port and conditions of use of the special purpose port. This is a legal requirement arising from the legal status of the concessionaire of the nautical tourism port, as its managing body. Such Ordinance shall in particular regulate the means of traffic management in the port, and the purpose of particular shore areas in the port, whereby the concessionaire in the ports of nautical tourism shall be obliged to take into account the needs for permanent transit and operational berths. Furthermore, apart from prescribing the purpose of individual port areas, the Ordinance also prescribes the reporting procedures, as well as the entering, mooring, berthing, moving, anchoring and leaving procedures of vessels and how they ought to be controlled, which is of vital importance for the safety of navigation and the protection of human life at sea. The Ordinance on the Order in the Nautical Tourism Port shall apply to the entire land and sea area of the Port, in accordance with the Maritime Concession Contract for the Construction and Use of the Port. The Ordinance on the order in port confirmed by the competent port authority shall be effectively publicized. However, the question that arises is what extent of power nautical port authorities have if the ordinance provisions are violated, i.e. what are the powers of competent maritimeadministrative and state authorities (Harbour Master, police). In this paper, the authors analyse the scope and responsibilities of the nautical tourism port concessionaires with regard to maintenance of the order in the port. Above all, they explore its legal and practical role in ensuring the necessary standards of navigation safety, as well as the implementation of these powers in the practice of domestic ports of nautical tourism (marinas), with reference to available statistical data that point to the actual standards of navigation safety in domestic ports of nautical tourism (marinas).
Rad se bavi novom odredbom sadržanom u izmjenama i dopunama Pomorskog zakonika iz 2013. godine koja regulira obvezno peljarenje (članak 70., stavak 2., podstavak a). Odredba koja isključuje od ...obveznog peljarenja, ne samo hrvatske putničke brodove koji plove na redovitoj liniji, nego i putničke brodove koji viju zastavu države članice Europske unije, u puno većoj mjeri ugrožava sigurnost plovidbe unutarnjim morskim vodama i teritorijalnim morem Republike Hrvatske nego što je bio slučaj do sada. Europske države ne poznaju sustav oslobađanja brodova prema zastavi pa nije bilo potrebno mijenjati postojeću odredbu s ciljem usklađivanja Pomorskog zakonika s pravnom stečevinom Europske unije. Osim toga, ta odredba o obveznom peljarenju nije u skladu s Konvencijom i Statutom o međunarodnom režimu pomorskih luka iz 1923. godine čija je stranka Republika Hrvatska na temelju notifikacije o sukcesiji. Odredba stavlja u diskriminirajući položaj brodove koji ne viju zastavu države Europske unije što je protivno odredbama Konvencije i Statuta. Zbog navedenoga, Ustavnom sudu Republike Hrvatske podnesen je prijedlog za pokretanje postupka za ocjenu suglasnosti Pomorskog zakonika s međunarodnim ugovorima predlažući privremenu obustavu primjene navedene odredbe Zakona o izmjenama i dopunama Pomorskog zakonika iz 2013. godine.
The paper deals with the new provision, included in the 2013 Amendments to the Croatian Maritime Code, which regulates compulsory pilotage (Article 70, Paragraph 2, Subparagraph a). The provision ...that excludes from compulsory pilotage not only Croatian passenger ships that sail on regular routes, but also passenger ships flying the flag of a Member State of the European Union, poses much more danger than before to the safety of navigation inside the internal waters and territorial sea of the Republic of Croatia. European states do not recognize the system of vessel exemption according to their flag, so there was no need to change the existing provision in order to harmonize the Maritime Code with the EU acquis communautaire. Moreover, the provision on compulsory pilotage is not in accordance with the 1923 Convention and Statute of the International Regime of Maritime Ports, whose party is the Republic of Croatia based on the Notification of Succession. The provision discriminates against the vessels that do not fly the European Union flag, which is contrary to the provisions of the Convention and the Statute. Because of this, a proposal was submitted to the Croatian Constitutional Court in order to initiate proceedings to review the Maritime Code harmonization with international treaties proposing a temporary suspension of the application of the mentioned provision of the Act on the 2013 Amendments to the Maritime Code.
This paper deals with the Croatian Regulations on places of refuge and their influence on the protection of marine environment. The Republic of Croatia is among a few countries that adopted special ...Regulations on places of refuge which prescribe in detail the process of selection and approval of places of refuge for ships in need of assistance, the competent authorities and the person responsible for the selection and approval of such a shelter, conditions that have to be taken about the shelters and their use, as well as a compulsory insurance or other financial guarantee for damages and costs that are the result of receiving a ship in a place of refuge. The Regulations on places of refuge also define the obligation of timely adoption and maintenance of the Plan for ships in distress as the basic executive document that, in accordance with the Guidelines IMO A949(23) contains all needed information to determine a place of refuge. Place of refuge is a place where it is possible to temporary place a vessel to assist or eliminate potential threats to people, ship or the environment. Those places are conceived as certain geographic areas among the coast where it would be possible to repair damage and perform emergency repair on the ship and overload the cargo. In the Regulations on places of refuge there are no listed ports or places of refuge, such a place is determined depending on the situation. Application of GIS (Geographical Information System) is computerized decision support, which includes possible places of refuge and associated information. Maritime assistance service (MAS) provides assistance for ships at sea as defined by the IMO Resolutions A.950 (23) performed by the National Search and Rescue Agency.
U radu se prikazuje Pravilnik o mjestima zakloništa i njegov utjecaj na zaštitu morskog okoliša. Republika Hrvatska je, među rijetkima u svijetu, donijela poseban Pravilnik o mjestima zakloništa ...kojim se detaljno propisuje postupak odabira i odobrenja mjesta zakloništa za brodove kojima je potrebna pomoć, nadležna tijela i odgovorne osobe za odabir i odobrenje takvog mjesta, uvjeti koje moraju zadovoljavati mjesta zakloništa, način korištenja mjesta zakloništa te obvezno osiguranje, odnosno drugo financijsko jamstvo za štete i troškove koji nastanu prilikom prihvata broda u mjesto zakloništa. Pravilnikom se također utvrđuje obveza donošenja i ažurnog održavanja Plana prihvata brodova u nevolji kao temeljnog izvedbenog dokumenta koji, u skladu s Rezolucijom IMO-a A.949 (23), sadrži sve potrebne podatke za određivanje mjesta zakloništa. Mjesto zakloništa definirano je Pravilnikom kao mjesto gdje je moguć privremeni smještaj broda radi pružanja pomoći ili uklanjanja možebitne prijetnje ljudima, brodu ili okolišu. Ta mjesta su zamišljena kao određena zemljopisna područja duž obale gdje bi se mogla sanirati šteta i obaviti hitni popravci na brodu te prekrcati teret. U Pravilniku se izrijekom ne spominje konkretno nijedna luka ili mjesto zakloništa, nego se ističe da se takvo mjesto određuje ovisno o situaciji. Podatci o mogućim mjestima zakloništa navedeni su u GIS aplikaciji kao sustavu računalne podrške odlučivanju koji sadrži moguća mjesta zakloništa i ostale pridružene informacije. Poslove službe pružanja pomoći brodovima na moru (MAS), kako su definirani Rezolucijom IMO-a A.950(23), obavlja Nacionalna središnjica za usklađivanje traganja i spašavanja na moru.
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