Adoptée en 2016, la Charte africaine sur la sûreté et la sécurité maritimes et le développement en Afrique (Charte de Lomé) a pour objectifs d'assurer la sécurité et la sûreté des espaces maritimes africains et des ressources naturelles ainsi que de garantir un développement social et économique fondé sur les milieux marins aussi bien des Etats que des peuples africains. Si la formulation de la Charte semble l'éloigner des réflexions liées aux droits humains, ceux-ci n'en constituent pas un aspect moins important dès lors que l'un des principes consiste à promouvoir la protection des droits humains fondamentaux et des libertés. Partant du postulat de l'universalité des droits de l'homme et de la nécessité d'une applicabilité indifférenciée entre la terre ferme et les océans, la Charte de Lomé ne pouvait pas faire abstraction de cette question dans ses dispositions. Aussi, la Charte internalise-t-elle plusieurs droits civils, économiques, politiques, sociaux et culturels. Quoi qu'il en soit, le respect des droits humains en mer par les Etats, individuellement ou collectivement, implique divers régimes juridiques, notamment les Etats du port, les Etats côtiers, les Etats du pavillon et ceux qui pourraient éventuellement patronner les activités mises en œuvre à la zone internationale des fonds marins. Toutefois, en raison de la juridiction rampante propre au droit de la mer ainsi que des difficultés politiques, économiques et sociales, ces différents droits sont atténués aussi bien dans leur portée que dans leur substance. In fine, la survie du droit de la mer passe par la protection des droits humains et vice versa. L'effectivité de la protection des droits humains en mer, à l'aune de la Charte de Lomé, dépendra de la capacité des Etats à assurer un ordre public maritime dans les espaces relevant de leur souveraineté ou de leur juridiction.

Adopted in 2016, the African Charter on Maritime Security, Safety and Development in Africa (Lomé Charter) aims to ensure the safety and security of African maritime spaces and natural resources, as well as to guarantee social and economic development based on marine environments for both African states and peoples. Although the wording of the Charter seems to distance it from considerations relating to human rights, the latter are no less important aspect since one of the principles is to promote the protection of fundamental human rights and freedoms. Starting from the premise of the universality of human rights and the need for undifferentiated applicability between land and oceans, the Lomé Charter could not ignore this issue in its provisions. The Charter therefore incorporates several civil, economic, political, social and cultural rights. Be that as it may, respect for human rights at sea by states, individually or collectively, involves various legal regimes, including port states, coastal states, flag states and those that could possibly sponsor activities implemented in the Area. However, due to the creeping jurisdiction of the law of the sea and to political, economic and social difficulties, the scope and substance of these rights are diminished. Ultimately, the survival of the law of the sea depends on the protection of human rights, and vice versa. The effectiveness of the protection of human rights at sea, in the light of the Lomé Charter, will depend on the ability of states to ensure maritime public order in the areas under their sovereignty or jurisdiction.

Resumen La presente transcripción corresponde a una copia de un reglamento cuyo original se encuentra en el Archivo General de Simancas, sobre el ordenamiento y función de la provincia marítima de Cartagena de Indias y la condición civil y militar de la gente de mar y maestranza dentro del sistema de reclutamiento naval llamado Matrícula de Mar en dicha provincia. El documento es rico sobre información relacionada con la producción de documentos, funciones burocráticas, competencias institucionales, actividades económicas y obligaciones de artesanos y pescadores que habitaban las costas del virreinato neogranadino a finales del siglo XVIII.

Abtract This transcript corresponds to a copy of a regulation, whose original is in the General Archive of Simancas, on the ordering and function of the maritime province of Cartagena de Indias, and the civil and military status of seafarers and teachers within the naval recruitment system called Sea Registration in that province. The document is rich with information related to the production of documents, bureaucratic functions, institutional competences, economic activities and obligations of artisans and fishermen who inhabited the coasts of the Viceroyalty of New Granada at the end of the 18th century.

Resumo Esta transcrição corresponde a uma cópia de um regulamento, cujo original está no Arquivo Geral de Simancas, sobre o ordenamento e as funções da província marítima de Cartagena das Índias e o status civil e militar dos marujos e mestrança dentro do sistema de recrutamento naval denominado Registro Marítimo naquela província. O document é rico em informações relacionadas à produção de documentos, funções burocráticas, competências institucionais, atividades econômicas e obrigações de artesãos e pescadores que habitavam as costas do vice-reinado de Granada no final do século XVIII.

ABSTRACT: The obligations of the carrier under the charter agreement are analysed according to the current Spanish Shipping Act 14/2014, of July 24. The aim is to demonstrate that this recent Act has clear historical bases that would lead to a common European framework in maritime agreements, if national policies were developed in this sense. We examine the most relevant historical texts to support this hypothesis.

RESUMEN: Se analizan las obligaciones del porteador en el contrato de fletamento en la Ley 14/2014, de 24 de julio, de Navegación Marítima, vigente en España. El objetivo es demostrar que esta reciente norma tiene claros fundamentos históricos que permitirían un marco europeo común en materia de contratos marítimos, si las políticas nacionales se desarrollasen en este sentido. Examinamos los textos históricos más relevantes para apoyar nuestra hipótesis.

Abstract Although the UN Charter does not explicitly provide for Peacekeeping Operations (PKOs), they have become one of the UN’s most important means of preserving peace and international security. Some of the greatest threats to international peace and security do not occur on ‘UN Member States territory’, but at sea. The internationally significant and long-standing phenomenon of maritime piracy initially led to international action off the coast of Somalia, but other regions affected by criminal acts at sea (including the Straits of Malacca, the Gulf of Guinea and the Mediterranean Sea) are reinforcing the need for international action. In most of these situations, the UN has not acted directly, but called on multilateral or regional bodies to do so. Earlier experiences in PKOs at sea, in Cambodia, East Timor, Haiti, and most recently in Lebanon, undertaken by the UN Interim Force in Lebanon (UNIFIL), begin to provide a basis for building a naval PKO doctrine. This article argues that it is legitimate for the UN to undertake direct action when facing threats to maritime security, making use of an empirical example and suggests that new instances of criminal acts at sea, such as those in the Gulf of Guinea, may best be dealt with under a direct UN mandate.

Based on the two main maritime contracts, namely, passage and charter, we attempt to reach some common places in their regulation in relevant texts of the Maritime Law (Νóμος ‛Ροδίων Nαυτικόϛ, Statutes of Marseilles between 1253 and 1255, Rôles d'Oléron, Costums de Tortosa, Libre del Consolat de Mar, Great Ordinance of Marine of 1681, The French Commercial Code of 1807 or The Spanish Commercial Code of 1885, among others). Our aim is to prove that certain principles have endured in history, focusing on the payment of the freight as the main obligation of the passenger/merchant, which allow to articulate a European common law in this matter if it was possible at a State level.

A partir de dos contratos marítimos básicos, como son el pasaje y el fletamento, tratamos de concretar algunos lugares comunes en su regulación en textos significativos para la historia del Derecho marítimo (Νóμος ‛Ροδίων Nαυτικόϛ, Estatutos de Marsella de 1253 a 1255, Rôles d'Oléron, Costums de Tortosa, Llibre del Consolat de Mar, Ordenanza de la Marina de 1681, Código de Comercio frances de 1807 o Código de Comercio español de 1885, entre otros). Pretendemos demostrar que en la historia se han mantenido determinados principios, centrándonos en el pago del flete como obligación principal del pasajero/mercader, lo que permitiría configurar un derecho común europeo en la materia si hubiese disponibilidad a nivel estatal.