In this paper, the author deals with the presence of women in confraternities in medieval Dalmatian towns. Even though primarily male in membership, confraternities also regularly accepted sisters or ...‘sestrime’ most commonly as parts of spiritual gifts. Women were regularly excluded from the organs of confraternity administration except for the confraternities with exclusively female membership. In more recent times, the participation of female membership increased in modern confraternities as did the amount of provisions which regulated the position of sisters. These provisions were contained in confraternity statutes which were called matrikule.
In this article, the author analyses some maritime law issues in the Statute of Pag in the 15th century, with the Amendments to Local Laws which can be found in the Red Register and the Criminal ...Statute of Pag as compared to other statutes in the Dalmatian legal region. In the introduction, sources which influenced the development of maritime law are cited. Then, some issues related to maritime law are analysed: the position of the ship's crew, ownership of the ship, collegantia contract, as well as provisions which are not strictly maritime, but are directly related, like for example, provisions on customs related to the transportation of salt. Apart from the many similarities of maritime law to other Dalmatian communes, in particular to those from Zadar, differences that reflect the autonomy of medieval towns also exist: for example standardising criminal acts related to the high seas contained in the sixth book of the Statute and in the Criminal Statute of Pag. Besides the influence of Venetian law and of the statutes of Šibenik and Zadar, there is similarity to the statutes of the island communes (Lastovo, Mljet).
Autorice analiziraju neka pitanja pravnog položaja žene u srednjovjekovnom Lastovu, ukazujući na rješenja drugih dalmatinskih pravnih sustava, posebno dubrovačkog, uslijed utjecaja Dubrovnika na ...srednjovjekovnu lastovsku komunu.U uvodnom dijelu navode se vrela lastovskog srednjovjekovnog prava, a u središnjem su dijelu obrađena pitanja pravnog položaja žene u statusnom, obiteljskom, imovinskom, procesnom i kaznenom pravu.Težnja komunalnih vlasti ka sprečavanju prelaska imovine u ruke stranaca i sprečavanju diobe obiteljske imovine putem miraza temeljni su uzroci podređenog položaja žene u komunalnim pravnim sustavima.U Lastovskom statutu očituju se utjecaji dubrovačkog statuta te posredno utjecaji mletačkog, slavenskog, bizantskog, hrvatskog i rimskog prava što ukazuje na postojanje interakcije pravnih kultura u srednjovjekovnim dalmatinskim komunama.
In this paper, the authors analyses some questions about the legal postition of women in the medieval city of Lastovo. The appropriate solutions of other Dalmatian statutes are referred to, in ...particular to those from the statute of Dubrovnik. In the introduction, the sources of Lastovo medieval law are stated. Then, questions on the legal position of women in terms of status, family (with marriage), property, criminal and procedural law are analysed. The tendency of community powers to prevent foreigners from gaining property and to prevent the division of family property by dowry were the fundamental causes for the inferior position of women in communal legal systems. In the Statute of Lastovo, the influence of Dubrovnik statute and indirect other legal systems like Venetian, Slavic, Byzantine, Croatian, Roman are clearly evident clearly pointing to the existance of legale culture interactions in the medieval statutes in Dalmatia.
The author analyses some questions on the legal position of women in medieval Zadar pointing out appropriate solutions of other Dalmatian legal systems. In the introduction, the sources of Zadar ...medieval law are stated. In the middle part of the paper, questions on the legal position of women in status terms, family (with marriage), property and procedural law are analysed. In the regulation of the legal position of women in the Zadar as in other legal statutes on the Croatian Adriatic coast, besides the existence of original solutions, the similarity to other legal systems is noticeable, in particular to the Venetian, Slavic, Roman Byzantine, Langobardian and other systems.
Marittime averages are all extraordinary damages on marittime properties during common marittime adventure. They can be particular or general average. In most cases particular averages are collision ...and some sorts of cargo damages. It is through general average that maritime law has adopted the classical legal postulate that nobody should make a profit from damage to the propertv of another without compensatin for it. Jettison (iactus mercium) had for centuries been the only recognised form of sacrifice in general average. Thus, the oldest written rale so far - Lex Rhodia de iactu (6th century) - expressly provided that the parties to a maritime adventure should compensate collectively for the value of jettisoned cargo. Later on, richer forms of damages and expenses in general avarie could be found in statutes of some littoral town on the Mediterranean coasts and in the first collections of recognised maritime customs. In the Middle Ages wide concept of general average become restricted. In case of shipwrack, medieval marittime law accept roman principle of retention property law on submerged objeets.
In this paper the authors analyses the contracts for the employment of seagoing ships (maritime contracts and hire of ships). The paper shows that dalmatian statutory law known all basic typs of ...contracts for the employment of seagoing ships, although statutory regulation were not numerous as in the modern times. Great number of statutory regulation according contracts for the employment of seagoing ships indicate great importance of maritime trade and obligation law. The author analyses obligation and responsibility of carrier and consignee. Written form of contracts was not obligatory, but parts usually made public document. Statutory regulations of contracts of pasengers and luggage was not numerous, as only passangers were mercants and pilgrims. Although they were not participate in maritime enterpriese, they had duty to contribute his successfuly.
The law of salvage is a principle of maritime law whereby any person who helps recover another person's ship or cargo in peril at sea is entitled to a reward com-mensurate with the value of the ...property salved. The legal concept of an entitle-ment to reward for saving imperiled marine property can be traced back into an-tiquity for some 3 000 years. Beginning with the Edicts of Rhodes (Nomos Rhodion Nauticos), through the laws of the Romans into modern legal system, it has been recognised through the ages that an individual who risk himself and his own property voluntarily to successfully rescue to property of another from peril at sea should be rewarded by the owner of the property saved. Today, salvage law is relatively international and uniform, because many of the world's maritime na-tions have adopted the text of the International Convention for the Unification of Certain Rules Relating to Assistance and Salvage at Sea (signed in Brussels in 1910) or International Convention on Salvage (signed in London in 1989) which is based on the same general principles as the 1910 Convention.
It is through general average that maritime law has adopted the classical legal postulate that nobody should make a profit from damage to the property of another without compensating for it. The ...legal institution of general average is as old as the skills of navigation or only a little younger. This maritime custom developed spontaneously and independently in different parts oft he world at a time when distance forbade any contact between them or reciprocal influence. It derives from ancient Greek law and afterwards is developed in Roman, Bizant and Venetian law. It could be found in statutes of some littoral town on the Atlantic, Baltic and Mediterranean coasts and un the first collections of recognised maritime customs. In the period oft he 17th to the 19th century, national legislation int he field of maritime law varied significantly in larger European states (France, Germany, Holland, England) and the need for unification became urgent. The first attempt of unification was made by British Social Sciences Association at a conference of shippers in Glasgow in 1860. This was followed by discussions in York 1864 and in Antwerp in 1877, and eventually, with support of underwriters, the so-called York – Antwerp Rules were born. Since 1879 they have been applied on the basis of agreement between shipper and charterer. By occasional amendments mentioned Rules have already lasted 130 years.
