Thesis (Ph.D.)--University of Wollongong, 2007. / Title from PDF t.p. (viewed on January 2009).

In this work was considerable implementation of the adopted international maritime rules and standarts. In case that IMO enclose security of the maritime, decrease of the pollution from ships, legal maritime reguliation, facilitation of the maritime trade, technical maintenance cooperation e.t.c and the size of the material which was discovered was too huge in comparison with master‘s degree, I decided to cut it down work size and using discovered material and methodological methods to examine properly all IMO legal activity in the light of security of maritime. All work consist of three parts. In the first main principles of IMO legislation was analyzed, in the second part – main standart acts and conventions regarding ensuring of maritime security, trird part considerable implementation of the adopted international maritime rules and standarts. In the end of the work conclusions and proposals was made which was obtained during work. Following sources was used during master‘s degree work: IMO Conventions (International Convention for safety of life at sea, 1974 as amended; International Convention on maritime search and rescue, 1979 as amended; International Convention on standarts of training for seafarers, 1978 as amended), IMO Resoliutions, LR resoliution concernig LR addition to international maritime law acts; LR laws: maritime trade law and safety of the maritime trade. Following methodological methods was used in work: analysis, analogy, summarizing, comparison... [to full text]

Thesis (Ph.D.)--University of Wollongong, 2007. / Typescript. Includes bibliographical references: leaf 317-342.

Purpose - The objective of this study is to enhance the understanding of modus operandi ofmodern sea piracy by data existed in the relevant sources. A simple framework ofunderstating the subject is brought as the authors’ contribution.Design/methodology/approach – Analysis was done through constructing a databaseaccording to sea piracy reports of International Maritime Organization (IMO) website. It hascontinued by investigating in some of the economical, social and other parameters of somecountries with coastlines. In the end, it has introduced a framework of understanding of themodern sea piracy.Findings – Piracy has a long history, as an easy way of achieving commodities. In the lastdecade, there was an outbreak trend in East Africa region emerging Somalia pirates. In thebeginning of 2000s, there were South China Sea and Malacca Straits regions that were theimportant arena of pirates. Besides a weak and powerless government, bad economicalsituation, the main issue in East Africa piracy was the volume of the commodities that was(and is) transported via coasts of Horn of Africa.Practical implications- In this study, two research questions were followed: how the piracyattacks have been done and observing how some related countries look like.Research limitations/implications – Being a literature review, this thesis project is notresponsible for the correctness of the sources and not by any means if a company or anorganization uses its results or recommendations.Originality/value –Using valid sources, it is a unique work of authors; not manipulatingothers’ work; that has investigated those reports and addressed supplementary points thatenhance the understanding of the modus operandi and some state backgrounds of sea piratesin 2000s.Paper type – Case study / literature review. / Program: Magisterutbildning i Industriell ekonomi - logistik

Thesis (Ph.D.)--University of Wollongong, 2006. / Typescript. Includes bibliographical references: p. 377-421.

The project revolves around logistics and its adoption to the new rules. Theobjective of this project is to focus on minimizing data tampering to the lowest level possible.To achieve the set goals in this project, Decision support system and simulation havebeen used. However, to get clear insight about how they can be implemented, a systematicliterature review (Case Study incl.) has been conducted, followed by interviews with personnelat Kakinada port to understand the real-time complications in the field. Then, a simulatedexperiment using real-time data from Kakinada port has been conducted to achieve the set goalsand improve the level of transparency on all sides i.e., shipper, port and terminal.

L'action directe contre les P&I clubs constitue l'une des principales problématiques du contentieux maritime. Relative à l'indemnisation des victimes par la voie assurantielle, l'action directe s'avère aujourd'hui impossible à mettre en œuvre contre ces institutions. En effet, les clubs de protection et d'indemnité, qui ont un fonctionnement mutualiste particulier ne laissent aucune place à l'indemnisation de la victime à travers l'action directe. Ce constat est conforté par le droit anglais qui régit le contrat d'assurance de ces institutions et qui valide l’opposabilité de la clause « pay to be paid » aux victimes. Cette impossibilité de mise en œuvre a été consacrée aux débuts des années 1990 par les juridictions anglaises, puis réaffirmée à travers le « third parties act » de 2010. Pourtant, l'organisation maritime internationale a entrepris ces dernières années, un travail d’unification de la responsabilité civile du propriétaire du navire en impliquant ces institutions dans le processus d’indemnisation à travers l’assurance obligatoire. En effet, les textes internationaux confèrent pour certains dommages assurés par les clubs de protection et d'indemnité, une action directe aux victimes, la superposant ainsi, à l'indemnisation par la voie de la responsabilité. L'OMI a été ainsi à l'initiative de la mutation de ces institutions. En dehors de l'assurance obligatoire imposée par les conventions internationales de l’OMI, la réhabilitation du mécanisme s’avère possible à travers la solution juridique que nous proposerons. L'action directe serait alors un mécanisme salvateur face au phénomène des « single ship companies » / Direct action against the P & I clubs is one of the main issues of maritime international disputes. Indeed, protection and indemnity clubs, which provides to shipowners "Indemnity" policies, requires a club member to discharge his liabilities to the injured third party before he can be indemnified by the P&I club. It results from a clause contained in the rules called "pay to be paid". Therefore, if the member cannot compensate the third party as result of insolvency, the english law does not allow the victim to bring proceedings against these institutions. Indeed, the third parties act against insurers 2010 transfers to the victim the rights of the insolvent insured against the insurer. At the same time, and regarding the legislation of England, the club is entitled to rely on the “pay to be paid” rule against the third party, which will defeat finally the claim. However, it is well known that some international conventions regarding the liability of the shipowner are conferring direct right of action against the P&I clubs. The International maritime organization does not allow these institutions, for some damages, to rely on the "pay to be paid" clause. From "indemnity insurers", the P&I club become "liability insures". Besides these conventions, this thesis will analyze the function of the direct action against P&I clubs in maritime disputes, and the legal solution which will allow any third party to sue directly the P&I clubs for the other damages

Pour réglementer les activités de navigation civile internationale, aérienne et maritime, les États ont choisi d’agir au moyen de deux institutions spécialisées du système des Nations Unies. L’Organisation de l’aviation civile internationale (OACI) et l’Organisation maritime internationale (OMI) ont été investies du pouvoir de superviser l’élaboration de règles techniques applicables à ces matières. De façon générale, les règles adoptées par ces Organisations doivent, pour prendre effet, être acceptées par les États, sous diverses formes (tacites ou expresses, collectives, voire individuelles). Leur application est tributaire d’actes unilatéraux des États, qui agissent parfois collectivement, étant souvent amiablement contrôlés par l’OACI ou l’OMI. Derrière une apparente clarté, se dissimulent des zones d’ombre. Outre, la situation des tiers et des personnes privées, et les rapports entre l’ordre international et les ordres juridiques étatiques, la nature de ces institutions normatives interroge. Y voir des autorités normatives agissant sur le fondement de pouvoirs constitués serait, en effet, ignorer le jeu incessant de la volonté des États, qui, partout là où il étire les pouvoirs de l’institution, montre l’irréductible liberté contractuelle et constituante de ces mêmes États. Le degré de centralisation de ces systèmes s’effacerait sous le constat que leur effectivité repose sur la volonté même de leurs sujets, plus ou moins tenue par des nécessités techniques, ce qui n’est pas sans conséquences pratiques. / In order to regulate the international civil navigation (air and maritime), the States have chosen to act through two specialized United Nations agencies. Hence they confered the International Civil Aviaton Organization (ICAO) and the International Maritime Organization (IMO) the power to oversee the elaboration of technical rules relevant to this field. In general, the rules adopted by these organizations require various forms of States acceptance to be effective (i.e. express or implied, collective or individual forms). Their implementation depends on unilateral acts of States, that can sometimes act sometimes collectively. And the States are often amicably controlled by the ICAO or the IMO. Behind the apparent clarity, lay some gray areas. Beyond the situation of third and private individuals, and the relationship between international order and national legal systems, one can wonder about the nature of these normative institutions. These could be perceived as normative authorities acting on the basis of an established power. However, this interpretation would ignore the incessant game of States’ will. Whenever the will of the States stretches the power of the institution, the irreducible constituent and contractual freedom of the States appears. The degree of centralization of these systems would be blurred by the observation that their effectiveness depends on the willingness itself of their subjects, which is more or less held by technical necessities, and that would not be without practical consequences.