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The shipowner shall be liable for any damage caused by the physical injury or death of a crew member or due to the health impairment that the crew member suffered at work or in connection with work on board due to the absence of conditions for safe work unless the shipowner provides evidence that the crew member caused damage intentionally or due to gross negligence. [ABSTRACT FROM AUTHOR]

This paper outlines a precedent from the Croatian shipbuilding industry, i.e. the delivery and acceptance of two vessels under construction in the port of Turkmenbashi in Turkmenistan, the passage of the vessels through the Volga-Baltic Waterway, the processes of obtaining permission for the passage from the ministries of the Russian Federation, specific legal documentation issued for the vessels under construction for a one-way non-commercial voyage to the port of delivery, delivery and acceptance, and the transfer of ownership and obligations to the shipowner. The paper also considers the amendment to Article 99 of the Maritime Code as a consequence of this marine adventure. [ABSTRACT FROM AUTHOR]

In the Official Gazette (hereinafter: NN) No. 119/2018 of 28 December 2018 the National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade was published (2019-2020). The Agreement was entered into on 10 December 2018 between the Association of Croatian Shipowners Mare Nostrum (Zagreb, Av. V. Holjevca 20) and the Seafarers' Union of Croatia, member of the International Transport Workers' Federation (ITF) from Rijeka (Head Office, Fiorello La Guardia 13). It is applied as of 1 January 2019. The National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade (2019 - 2020) has all the nomotechnical features (characteristics) of an autonomous regulation: compliance with objective prerequisites for introducing it, signing and publishing it (legal basis, jurisdiction of the contracting parties, name (title), procedure of introducing it "in good faith to promote and maintain the social dialogue and harmonious relations between the Employers - Shipowners and Trade Unions based on mutual respect for the interests and rights of the Employers - Shipowners and Seafarers", relevant period and area wherein it may apply, as well as the content pursuant to the laws and other standing rules and regulations, consisting of the "contractual and normative part" in 43 articles (with titles) and "General Addendum" (and "Special Addendum"). It has been written "in Croatian and in English", whileas should there be any ambiguities due to textual differences in the two languages, the Croatian text shall apply". This paper elaborates on the essential and characteristic features of this autonomous regulation. [ABSTRACT FROM AUTHOR]

In the Official Gazette (hereinafter: NN) No. 119/2018 of 28 December 2018 the National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade was published (2019-2020). The Agreement was entered into on 10 December 2018 between the Association of Croatian Shipowners Mare Nostrum (Zagreb, Av. V. Holjevca 20) and the Seafarers' Union of Croatia, member of the International Transport Workers' Federation (ITF) from Rijeka (Head Office, Fiorello La Guardia 13). It is applied as of 1 January 2019. The National Collective Agreement for Croatian Seafarers on Board Ships in the International Shipping Trade (2019 - 2020) has all the nomotechnical features (characteristics) of an autonomous regulation: compliance with objective prerequisites for introducing it, signing and publishing it (legal basis, jurisdiction of the contracting parties, name (title), procedure of introducing it "in good faith to promote and maintain the social dialogue and harmonious relations between the Employers - Shipowners and Trade Unions based on mutual respect for the interests and rights of the Employers - Shipowners and Seafarers", relevant period and area wherein it may apply, as well as the content pursuant to the laws and other standing rules and regulations, consisting of the "contractual and normative part" in 43 articles (with titles) and "General Addendum" (and "Special Addendum"). It has been written "in Croatian and in English", whileas should there be any ambiguities due to textual diff erences in the two languages, the Croatian text shall apply". This paper elaborates on the essential and characteristic features of this autonomous regulation. [ABSTRACT FROM AUTHOR]

The charterer failed to pay hire in accordance with the terms of the time-charterparty. The shipowner has terminated the charter and demanded damages in the amounts due for the remaining period of the charter. In arbitration the arbitrators decided that pursuant to English law a single failure to pay hire should not entitle the shipowner to terminate the charter and claim damages. However, since there were several defaults by the charterer which all contributed towards a repudiatory breach of the charter, the shipowner was entitled to terminate the charter and claim damages. The judge, acting upon appeal, has agreed with the arbitrators on the repudiatory breach, however he has also decided that one failure in payment of charterhire does entitle the shipowner to terminate the charter and demand damages. This decision creates a new approach in English law, especially if confirmed by the higher courts on appeal. [ABSTRACT FROM AUTHOR]

It was established that the plaintiff fell and injured himself while descending the stairs on the ship deck in the ordinary course of his professional duties, for which he had been formally educated and additionally trained. In respect of this loss event, the court concluded that there was no fault on the part of the ship owner, because the ship owner had provided safe working conditions and adequate protective equipment to the plaintiff as a crewmember. Hence, accidental loss is the solely risk of the injured party in this case. [ABSTRACT FROM AUTHOR]

U svrhu sprječavanja neželjenih događaja na brodu važno je procijeniti situacije koje mogu uzrokovati nesreće ili oštećenje zdravlja, imovine ili morskog okoliša. Sustavnim promatranjem i analizom različitih radnih operacija, moguće je provesti odgovarajuće mjere zaštite te izbjeći ozbiljnije, neželjene posljedice. Prijevoznik i zapovjednik odgovorni su za planiranje, organizaciju i provođenje procjene rizika na brodu kako to zahtijeva najnovija izmjena (2010) ISM pravilnika (International Safety Management Code). Da bi osigurao djelotvornu provedbu, prijevoznik mora definirati i provoditi sustav procjene rizika na strateškoj razini. U ovome radu diskutira se metodologija procjene rizika i kategorizacija rizika s obzirom na posljedice, predložen je algoritam procjene elemenata rizika i metodologija pripreme plana za kontrolu rizika vezane za radne aktivnosti na brodu. [ABSTRACT FROM AUTHOR]

Brodari koji održavaju Ro-Ro putnički prijevoz na području Primorskogoranske županije nisu u mogućnosti, marketinškim sredstvima, ili na drugi način, utjecati na visinu prometne potražnje. Osnovni generator pomorskog prometa na razmatranom području je turizam, uvjetovan brojnim čimbenicima koji po svom opsegu može varirati. U svojoj djelatnosti efikasnog obavljanja pomorskoprijevozne usluge brodari su djelomično ograničeni i zbog toga što je pružanje njihove usluge bitno vezano za infrastrukturne objekte -- luke i pristane, koji nisu u njihovom vlasništvu i na koje oni ne mogu izravno utjecati, a pored toga postoji i ograničeni prijevozni kapacitet njihovih Ro-Ro putničkih brodova. čekanja u Ro-Ro pristaništima tako postaju svakidašnjica tijekom ljetnih mjeseci, posebice u vrijeme izmjene turista. Ro-Ro putničke linije kojima su povezani otoci nisu ujednačeno opterećene što u pojedinim slučajevima uzrokuje nepotrebna čekanja na pomorski prijevoz, kao i sve posljedice koje iz toga proizlaze. Mobilne komunikacijske tehnologije predstavljaju jedan od glavnih instrumenata kojima se zainteresiranim lokalnim upravama omogućuje da učine informaciju o pomorskoprijevoznoj usluzi raspoloživom za sve zainteresirane korisnike te na taj način omoguće brži i jednostavniji pomorski prijevoz do destinacije. [ABSTRACT FROM AUTHOR]

Svjetska financijska kriza uzrokovala je zastoj na pomorskom tržištu i prisilila brodare na promjene u poslovanju što je za posljedicu imalo smanjenu mogućnost zapošljavanja do te mjere da su neke morali ili privremeno zaustaviti ili prodati svoja osnovna sredtva za rad -- brodove. Zastoju su znatno pridonijele i međunarodne konvencije o ekološkom zakonodavstvu koje pooštravaju kriterije u svezi prevencije onečišćenja okoliša. Glavni cilj istraživanja jest određivanje smjernica koje će omogućiti prilagodbu poslovanja brodara budućim događanjima na pomorskom tržištu i novonastalim okolnostima, a uzimajući u obzir dogovorenu dinamiku provođenja novih ekoloških normi, pravila i propisa. Pomorsko tržište, s obzirom na njegovu složenost u takvim okolnostima, zahtijeva pozornu analizu iz koje će se sintetizirati novonastale specifičnosti, te induktivnom i deduktivnom metodom doći do prihvatljivog rješenja, pri čemu će metoda teorije sustava biti osnova sustavnog pristupa predmetu istraživanja. Zaključno su priopćene glavne smjernice i moguće aktivnosti za prilagodbu brodarskih poduzeća kako bi preduhitrili promjene u zakonodavstvu koje bi mogle omogućiti njihovu opstojnost. Rezultati istraživanja ukazuju da ekološka prihvatljivost postaje utjecajan čimbenik poslovne politike brodara. [ABSTRACT FROM AUTHOR]

The position of the master nowadays is extremely complex and demanding. The master is responsible for successful completion of the voyage and to make sure all the rules and regulations are strictly followed at all times. On the other hand, the master is an employee of the shipping company, therefore, he is expected to protect the interests of his employer. The interests of the shipping company are not always in accordance with the rules and regulations. There are occasions when these interests are in conflict with the required degree of safety, resulting in a negative impact on the master's decisions. Although the ultimate safety assessment and relevant action lies with the master, due to the ship owners' interference in the master's decisions the safety level in maritime transport nowadays has been significantly reduced. This paper explores the impact of shipping company on navigational and related duties performed by the master and deck officers. [ABSTRACT FROM AUTHOR]