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  • About
  • The Global ETD Search service is a free service for researchers to find electronic theses and dissertations. This service is provided by the Networked Digital Library of Theses and Dissertations.
    Our metadata is collected from universities around the world. If you manage a university/consortium/country archive and want to be added, details can be found on the NDLTD website.
31

An examination of the formulation and behavioural implications of rescue laws in Anglo-Canadian private law

McInnes, Mitchell January 1993 (has links)
No description available.
32

Der Zugang zu Nothäfen und sonstigen Notliegeplätzen für Schiffe in Seenot

Gadow-Stephani, Inken von. January 1900 (has links)
Thesis (doctoral)--Universität, Hamburg, 2005. / "International Max Planck Research School for Maritime Affairs at the University of Hamburg"--Cover. Description based on print version record. Includes bibliographical references (p. [461]-476) and index.
33

De rechtsvoorschriften voor de vaart op Oost-Indië 1595-1620 ...

Hoogenberk, Hendrik. January 1940 (has links)
Proefschrift--Utrecht. / "Stellingen": [3] p. inserted. "Lijst van literatuur en gedrukte bronnen": p. [302]-307.
34

Hafenabgaben und Schiffsvermessung ein kritischer Beitrag zur Würdigung ihrer technischen, wirtschaftlichen und statistischen Bedeutung /

Herner, Heinrich. January 1913 (has links)
Inaug.-Diss.-Kiel.
35

Aspects of the law and practice relating to transport documents in marine trade

Meyer, Sebastian January 2014 (has links)
This research concerns carriage of goods by sea, in particular the law relating to bills of lading and transport documents. It concentrates on the relationship between the legal position and the position of the industry and practice within the field.
36

The Arrest of ships in German and South African law.

Schlichting, Mathias Peter. January 1988 (has links)
This thesis compares the arrest-of-ship proceedings of the Republic of South Africa and the Federal Republic of Germany. In German law the more than a century old provisions of the Code of Civil Procedure (as amended) are applicable, in South Africa the major statute is the Admiralty Jurisdiction Regulation Act of 1 November 1983. South Africa has special Admiralty Courts having jurisdiction in arrest matters. When issuing the arrest in Germany, jurisdiction is vested in the court dealing with the principal matters, as well as in the Magistrate Court (Amtsgericht) in which district the property (such as the ship which is to be arrested) is located. Both German and South African law provide that a creditor who wishes to arrest a ship must have a "claim for an arrest." In South African law such a claim is called a "maritime claim." South African admiralty law contains some special and even unique provisions such as those regarding the arrest of an "associated ship." These provisions attempt to defeat the strategy against sister-ship-arrests and enable the courts to arrest ships owned by the person who was the owner of the ship concerned at the time the maritime claim arose. The court can also arrest a ship owned by a company in which the shares were controlled or owned by a person who then controlled or owned the shares in the company which owned the ship concerned. Ships will be deemed to be owned by the same Persons if all the shares in the ship are owned by the same persons. A person furthermore will be deemed to control a company if he has the power to control the company directly or indirectly. Deviating from common law principles which require the physical presence of the property to be arrested, the South African courts can order anticipated arrests of a ship not yet within the area of jurisdiction of the court at the time of application. Such an order may be brought into effect when the property (in this case, the ship) comes within the area of jurisdiction of the court. The same principle is applicable in German law and does not contravene para 482 HGB because this provision only prohibits placing a ship under distraint and not the order for an arrest. In German law an action in personam is only directed against a person whereas in south African law a res, eg a ship or her bunkers, is the object of the admiralty action in personam. The Admiralty Jurisdiction Regulation Act of 1983 attempts at uniformity with international law as it is based on several existing laws and international conventions, for example the International Convention for the Unification of Certain Rules Relating to Arrest of Seagoing Ships of 1952. Unlike Germany, South Africa is not, however, a signatory to the International Arrest Convention of 1952. When applying German law, it has to be noted that Germany has ratified the Convention on Jurisdiction and the Enforcement of Judgments in CiviI and Commercial Matters of 1968 (the EEC-Convention) - this is particularly so when trying to enforce the arrest of ships. Regulations Concerning the limitation of liability in South Africa can be found in ss 261 to 263 of the Merchant Shipping Act of 1951. In German law limitation of liability is codified in paras 486 to 487e of the Commercial Code (HGB) with reference to the International Convention on Limitation of Liability for Maritime Claims of 1976 (the 1976 Convention). This thesis shows that in certain fields South African and German provisions do not deviate or are at least substantially similar. This fact makes the application of both laws easier for litigants and lawyers, either for South Africans in Germany or Germans in South Africa. / Thesis (LL.M.)-University of Natal, Durban, 1988.
37

Die Schiffrechte der Hansestädte Lübeck und Hamburg und die Entwicklung des Hansischen Seerechts, unter besonderer Berücksichtigung der rechtlichen Bestimmungen über Reisenotlagen und Schiffskollisionen /

Wolter, Klaus, January 1975 (has links)
Thesis--Hamburg. / Includes bibliographical references (p. 188-205).
38

The delimitation of internal waters along the Mediterranean coast of the Mahgreb with particular reference to historic bays

Lahouasnia, Abdelaziz January 1989 (has links)
No description available.
39

A critical discussion of the enforceability of maritime liens against bona fide purchasers.

Hadebe, Thandeka B. January 2013 (has links)
The law of maritime liens has been a subject of great uncertainty for a long period of time and there has not been any unanimity in terms of certain aspect of this concept. Domestic law vary with regards to the recognition and enforcement of maritime liens. In an attempt to settle some of the uncertain aspects of maritime liens, three international conventions have been adopted to set out a universal list of maritime liens as well as to make uniform the mode of enforcing those maritime liens. The first attempt to achieve uniformity in the law of maritime liens was the International Convention for the Unification of Certain Rules Relating to Maritime Liens and Mortgages 1926. However this convention did not receive acceptance in most jurisdictions. In 1967, a similar convention was formulated but like its predecessor, it was also not a success. The latest Convention was formulated in 1993 but despite the inclusion of seemingly attractive provisions in terms of ranking and classification of maritime claims, it also failed to get the required accessions and ratifications. This persistence by the international community in trying to regulate maritime liens serves as proof to show that admiralty law is faced with many challenges and inexplicable principles when it comes to maritime liens. This dissertation will grapple with what some may call a very old and distinct aspect of maritime liens, that is, its enforcement against buyers for value without notice. This aspect may very well be common with other types of liens but taking into consideration some of the reasoning behind its existence, perhaps the time has come to look into this issue. / Thesis (LL.M.)-University of KwaZulu-Natal, Durban, 2013.
40

The "Hamburg Rules" : articles 1 to 5.1

Coens, Benoit. January 1992 (has links)
No description available.

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