Bibliographie sélective OHADA

The liability of land transport operators in Cameroon is guaranteed by a good number of laws including; the constitution of Cameroon, the penal code, the 2001 law governing the Profession of Road Transport Operators, the 2023 law governing the rail sector in Cameroon and more. Such liability can be under the Tort of negligence, vicarious liability, or strict liability as provided for under section 289(1) of the Cameroonian penal code on Unintentional killing. However, the laxity of the courts in handling accident-related disputes, the contradictory and vague nature of the laws on the liability regime and even the lenient nature of the sanctions provided for by these laws do not meet up with the rate of accidents today in Cameroon. This article therefore has as its objective to examine the effectiveness of the legal frameworks in the establishment of liability of land transport operators in cases of accidents in Cameroon. Arguably, the author holds that the legal frameworks establishing the liability of land transport operators in cases of an accident in Cameroon are ineffective. A doctrinal research method has been adopted where both primary and secondary sources of information have been consulted. Our finding reveals that; the ineffectiveness of legal frameworks in the establishment of the liability of land transport operators in cases of accidents is a result of the laxity of the courts in implementing the laws and, the vague and contradictor nature of the law. We, therefore, recommend that; separate court hearings should be set for accident-related disputes and judges trained only on that, the laws should be revised, the sanctions in cases of accidents should be increased and all mitigating circumstances in cases of accidents should not be taken into consideration like a first-time offender, the plea of guilt etc.

The main purpose of transportation is connecting people to destinations they value. This seemingly banal statement would, if taken seriously in policymaking, upend transportation and land use planning. Today, planning agencies rely on key performance indicators (KPIs) to measure outcomes. While ostensibly neutral and technical, these measurements in fact imply policy judgments and drive legal consequences. They operate both as a shield against litigation and as a sword to justify new projects. But the way KPIs are set up reflects confusion about basic purposes. They are used to plan and evaluate based not on the ability to reach anything but rather simply to accelerate the speed of traveling. We seek to anchor transportation policy discussion in first principles. The shift we propose is mode agnostic in that it is relevant to all means of transportation. Even so, shifting from a goal of speed to one of reachability would be a leap. We believe such a shift suggests important open questions regarding the barriers to reform and we engage a few of them.

This thesis examines how multimodal transport can play a role in achieving the objectives of the African Continental Free Trade Area (AfCFTA). The thesis argues that multimodal transport is cheaper compared with unimodal transportation. While there are a number of issues affecting the operationalisation of multimodal transport in Africa, this study considers, at its core, the legal regimes and other fragmented institutional and governance frameworks of multimodal transport in West Africa. The fragmentation of the legal framework governing multimodal transport leads to uncertainty and unforeseeability of the liability of parties involved in multimodal transport, consequently leading to increased legal costs. There is an undisputed view that for effective regional integration, which Africa is seeking to achieve through the establishment of the African Continental Free Trade Area, there is a need to eliminate all trade barriers. Trade barriers (tariff or non-tariff barriers) should be removed to improve competitiveness and reduce trade friction costs. In other words, to achieve the objectives of the African Continental Free Trade Area, it is essential that all unnecessary costs associated with trade are eliminated or reduced to the barest minimum. The process of doing this is called trade facilitation. This thesis looks at the impact of trade facilitation on regional integration and trade. This thesis’ original contribution to knowledge is that Africa’s regional integration process needs cost-effective transportation in order to achieve smooth market access, and multimodal transportation can provide the most cost-effective solution. However, the legal uncertainty and complexities that could potentially ensue from the use of multimodal transport make it unattractive to prospective users. Accordingly, actions must be taken to reduce legal ambiguity and create a system in which liability is foreseeable and predictable. This study reveals that the current legal framework is incomplete, unsatisfactory and, ultimately, leads to uncertainty. The thesis further contends that neither the option of freedom of contract nor improving the current system of various Economic Community of West African States (ECOWAS )member-states’ view of multimodal transport, can significantly improve the current fragmented system or deliver the needed certainty. Accordingly, the thesis proposes that a modified uniform system would help achieve the legal certainty needed for multimodal transport. The thesis finally submits that the ECOWAS should establish a legally binding, regional governance regime on multimodal transport and a majority of its member-states should ratify the instrument.

The purpose of this paper is to analyze the trends of legal regulation in the business activity under the conditions of new coronavirus infection. The dialectical method of research in conjunction with a retrospective and comparative analysis made it possible to identify three main trends in the legal regulation of entrepreneurial activity in the framework of new socio-economic realities. The increasing role of state regulation of entrepreneurial activity, based on the use of public and legal means, due to the need to increase state intervention in the activities of entrepreneurs is shown. The state support of business for the subsequent development of the economy and compliance with the social balance is also increasing. Accordingly, the social importance of entrepreneurial activity is growing. The pandemic has also intensified the digitalization of entrepreneurial activity, of transport companies, since many traditional forms of doing business are limited by the forced isolation of society. Individual means of digitalization, including the industrial Internet of Things, e-commerce, and smart contracts, have become most prevalent. Consequently, the pandemic cannot be viewed only as a negative factor, its impact on entrepreneurial activity also has a positive effect.

This thesis explores the regulation of airport charges, which is an important but marginalised topic. It particularly examines how private law instruments can play a role in the regulatory process. Airports used to be subject to traditional regulation, which operates in a command-and-control mode. As the airport industry becomes increasingly complicated, traditional regulation seems problematic. First, the method that is associated with traditional regulation to draw a line between regulated and unregulated airports has downsides. Second, the international regulatory framework on airport charges lacks binding rules. This suggests that traditional regulation is not the best niche for airport charges regulation. Third, good regulation needs independent regulatory bodies, which are hard to achieve in practice.In this context, this thesis argues that a private law approach can serve as a more flexible and effective way to regulate airport charges. There are two instruments under this overarching approach. First, contracts can be adopted to incorporate airport charges regulations. Second, robust corporate governance generates the effect of good regulation. This is an interdisciplinary work that has engaged air law, contract law, corporate law, competition law, and aviation business and management. It also employs the method of case studies. Chapter 4 examines the regulation of airport charges in the UK, Canada, and India. The three case studies demonstrate that private law instruments have been implicitly implemented to different degrees in these countries. These demonstrate the feasibility of applying private ordering in the regulatory process. I also look into the regulation of countries and regions including Australia, Ireland, the EU, and Germany throughout this thesis. This study also examines a specific sector of airport charges, namely, charges for ground-handling services. This sector possesses a unique feature in that it is between aeronautical and non-aeronautical services. A private law approach can also be adopted in the regulation of charges relating to ground-handling services. Additionally, ICAO as an important international organisation governing international air transport can also contribute to a private law approach of airport charges through its soft-law making function. This thesis aims to shed light on a private law approach, as an innovative regulatory mechanism, to airport charges. That said, regulation by this approach and traditional regulation are not contradictory but can cooperate to an extent, depending on how much power one wants to give to private ordering

Maritime transport is essential to the world’s economy and maritime arbitration plays a crucial role in maritime dispute resolution. Nowadays, many coastal jurisdictions have set up their own maritime arbitration institutions such as those in the US, the UK, Germany, Australia, China, Japan, Hong Kong, and Singapore. Building a national world-advanced maritime arbitration system as soon as possible to suit China’s rapid developments in shipping and international trading does not permit of any delay. How should China improve her laws, rules and institutions, including those for the enforcement of maritime arbitration awards, having regard to leading international maritime arbitration systems? It is posited that selective adaptation from the successful experience of other maritime arbitration systems is the most convenient and effective way to achieve such a goal. This adaptation will follow from a comprehensive and comparative study of the maritime arbitration laws, rules and the maritime arbitration institutions, including the laws relating to the enforcement of maritime arbitration awards, from these main global maritime arbitration centres in order to make China’s maritime arbitration more competitive at the international level. This thesis does not purport to cover every research field relating to maritime arbitration. Instead, as previously stated, it will focus only on the comparative study of some selected key issues of international commercial arbitration among the selected jurisdictions. A comprehensive study of international commercial arbitration or international maritime law is not the subject of this thesis. It should be noted further that this research basically concentrates on the practical problems of maritime arbitration practices, rather than taking an overly theoretical approach. The thesis selects the UK, the US, Singapore and Hong Kong as the target jurisdictions for comparison. Through selective comparative analysis of the key issues of maritime arbitration systems in the selected jurisdictions, which are internationally recognised as significant by many arbitration scholars, this thesis proposes that all these issues could conveniently be categorised into four key criteria; namely, fairness, confidentiality, efficiency and enforceability. It follows that the adaptations of the Chinese maritime arbitration system should mainly focus on these four criteria, as these are the most critical factors for the development of Chinese maritime arbitration system. Moreover, these four criteria should also have significance for other underdeveloped maritime arbitration systems. Also, based on these four key criteria, the thesis provides some specific suggestions on how the Chinese maritime arbitration system can be adapted to reflect other selected jurisdictions in the respects of some key issues of international commercial arbitration.

International transactions present unique legal risks. When a contract touches several different nations, a party may not know where it will be called upon to defend a lawsuit or, alternatively, which nation’s law will be applied to resolve that dispute. To mitigate these risks, parties will often write dispute resolution provisions into their contracts. Arbitration clauses and forum selection clauses help to reduce uncertainty relating to the forum. Choice-of-law clauses help to reduce uncertainty as to the governing law. Over the past few decades, such provisions have become commonplace in international contracting. And yet there exist vanishingly few empirical studies exploring the use of these provisions in international commercial agreements.

In Africa, whatever the considered age group, there are more entrepreneurs in the early stages of entrepreneurship than anywhere else in the world (Global Entrepreneurship Monitor (GEM) Report 2014). According to the gem survey (2014), 55.57 per cent of the population between 18–64 years expresses entrepreneurial intentions in Cameroon. Similarly, 37.4 per cent of the same age population is in the early course of their business activity. Between 2014 and 2015, total entrepreneurial activity has decreased in Cameroon (from 37.4 per cent to 25.4 per cent of all adults). Nonetheless, 61.1 per cent of the respondents think that entrepreneurship

The failure by Sothern African Development Community (SADC) countries to fully implement the SADC Protocol on Transport, Communications and Meteorology (the Protocol) and bilateral agreements in regard to road transport negatively impacts the seamless movement of cross border road transport and significantly contributes to the challenges faced by the cross border industry as a whole. The full implementation of the Protocol in regard to road transport, and bilateral agreements would lead to efficient cross border transport regulation and transportation and in turn culminate in reduction of challenges facing the sector. This would lead to reduction of transportation costs, improvement in productivity, and accelerated growth in intra-regional trade, regional economic integration and overall SADC socio-economic development. This paper outlines the extent to which the provisions of the Protocol and bilateral agreements have been implemented by SADC countries and the key challenges emanating from the partial operationalisation of the instruments. The paper is based on findings from engagements with key government and private sector stakeholders in the regional transport environment and various research conducted by the C-BRTA between 2011 and 2014. The partial operationalisation of the instruments has resulted in disjointed regulatory frameworks and inability to: holistically address corridor constraints/ non-tariff barriers, facilitate seamless cross border movements, facilitate liberalisation of access to transport markets in the region, harmonise standards and procedures, and facilitate economic growth and trade between SADC countries. It is possible for the SADC region to realise the aspirations set out in the Protocol and bilateral agreements, and this paper outlines some of the solutions. To begin with, there is need for SADC countries to embrace the need to eradicate the existing self-centric regulatory approach limited to micro-needs and market protectionism. This would need to be underpinned by strong orientation towards the need to achieve macro benefits emanating from a regional perspective in regard to regulating cross border road transport movement. Taking off from this departure point, SADC countries can objectively establish a solid ground towards fully operationalising the Protocol and bilateral agreements. This paper outlines some of the interventions that can be implemented to ensure SADC countries fully operationalise the provisions of the Protocol on transport and bilateral agreements.

This thesis critically assesses the effectiveness of WTO legal rules in the regulation of international trade in petroleum and highlights potential conflicts between competing resources of energy from the WTO regime’s perspective. The theoretical framework of the thesis is built on the concepts used in natural resource economics, trade theories and international relations. On the basis of Hotelling’s rule of natural resource economics, it proposes a model that reconciles the use of petroleum and the development of renewable sources of energy in the power generation sector, which prospectively can be adopted with respect to the transport sector and other sectors involving energy use. The proposed model may improve global sustainable development. However, it is argued that WTO rules are not properly designed to regulate trade in petroleum and, if applied without due respect to specific issues pertaining to the petroleum industry, would obstruct the achievement of the social optimum, and detrimentally affect the national economies of WTO members and global welfare in general. To improve the WTO system, I propose a reformation of its normative ideology through the introduction of the strategic trade policy theory in complement to the neoclassical theory of trade, at least when trade in energy is concerned. On the basis of the study of the applicability of WTO rules to trade in petroleum and a review of proposals put forward by other scholars to improve the regulation of trade in energy, it is argued that the most effective way to improve the trading regime is to negotiate a new general agreement on trade in energy.The role of the WTO in the regulation of trade in energy is analyzed through a regime management theory borrowed from international relations studies. It is argued that the WTO as a regime manager is capable of improving the regime by properly maintaining the existing equilibrium and by initiating, and leading in negotiations of a new equilibrium.

This study is concerned with integration efforts on the African continent. This study sets out to investigate the politico-legal and economic impediments to regional and continental integration efforts in Africa. The documents, processes, and organs of the African Union, as the main continental organisation, are the focal point of this study. In order to achieve this, the study primarily adopted a qualitative approach since the literature involved in this work could not be reduced to a quantitative concept. The study ensured that the premises and the conclusions in this work conform to the principles of reliability and validity and in addition the elimination of bias in this was curtailed by validation and triangulation. This was achieved by the fact that the arguments in this work were not only based on qualitative arguments but, where possible, quantitative data was brought in to validate/ triangulate the qualitative arguments. Evidently, the study would have been incomplete if it did not discuss and evaluate the many regional economic communities that have been established to further the objectives of the Treaty establishing the African Economic Community. One of the major premises that this study discovers is that there is a direct and demonstrable relationship between democracy and economic progress; genuine and sustainable development has to be fostered primarily by securing peace and stability on the African continent. Some of the other key findings of the study include that; a) the ultimate goal of the African Union is full political and economic integration leading to the United States of Africa; b) overlapping memberships to a custom unions are highly detrimental to the state since it has to subscribe resources and political will to two or more different arrangements. c) overlapping memberships cause confusion, inertia and most importantly legal uncertainty thereby stifling trade liberalisation efforts; d) many African states still guard their sovereignty closely and that many perceive that yielding their sovereignty to a continental body is tantamount to losing their independence; e) the African Union infrastructure still lacks supra-national and national institutions that are capable of implementing its values; f) the African Union infrastructure does not contain an institutionalised mechanism for the promotion and management of Union affairs at national level; g) the NEPAD initiatives, the APRM process and the functions of the Peace and Security Council play a positive role in African politico-legal and economic development. It has however been shown that these mechanisms are more reactive than preventative and as such intervene too late in the internal affairs of member states; h) armed conflicts cause a reduction in the per-capita Gross Domestic Product growth rate of a nation experiencing a civil war/ conflicts. i) the African Union has regressed from the original timelines of the African Economic Community. The highest regression being Phase 2 which involves the most critical element of strengthening of African regional integration arrangements and the harmonisation of policies concerned. A thirteen (13) year postponement is noted in this regard. j) Africa's poor intra-trade performance is also attributed to the limited progress among African countries in fostering structural transformation. This structural transformation relates to the building of roads, bridges, railway lines and power grids; In order for the African continent to re-position itself in an attempt to harness the benefits of regional integration, some of the recommendations that the study makes are that; a) the African Union grant supra-national status to institutions of the Union for the equitable and speedy attainment of integration; b) the Union and member states should as soon as possible create mechanisms with decision making powers to manage Union affairs at regional and national level; c) the operationalization of the Pan African Parliament should be pursued with the utmost determination to bring the Parliament to full functionality as a Continental legislative body; d) the operationalization of the African Court of Justice and Human Rights be completed as soon as possible in order to allow the body to function as a fully-fledged continental judiciary. This will ensure that the development of integration jurisprudence from an international law perspective is not delayed. The Court will also pursue the enforcement of Human rights norms and practices; e) the Union should further lead the continent in the following sectors with clear and predictable deliverables; i) the establishment and upgrading of regional land, air, and other means of transportation and communication; ii) the creation of a cross-border power and energy generation and distribution network; iii) the establishment, advancement, and diversification of regional financial and commodity markets; iv) the establishment of a regional higher education system by facilitating wider access through specialization in regional integration; The study further acknowledges that these recommendations are not conclusive since the study of regional integration is still at its infancy and many other ideas on how to strengthen African regional integration still await discovery.

International sales contracts have very specific needs that stem from the multiplicity of legal systems which apply to such contracts. In addition to harmonised law, mercantile custom is able to address many of these needs. Mercantile custom represents usages which are clear, certain and efficient and are expected to be known and applied by merchants in a particular trade or region. To this extent mercantile custom fulfils an automatic harmonisation function. However, where a custom does not enjoy uniform application across all branches of trade, the harmonisation function of mercantile custom is limited, as is the case with trade terms. Trade terms reflect mercantile customs and usages which developed over a long time in order to simplify the trade in goods that are transported from one place to the other. They regulate the delivery obligations of the seller and buyer as well as associated obligations such as the passing of risk. Trade terms negate the need for elaborate contract clauses and appear in abbreviated form in contracts of sale. Although they provide a uniform expression of mercantile custom in a particular location or trade, the understanding of trade terms tend to differ from country to country, region to region or from one branch of trade to the next. The ICC INCOTERMS is an effort to standardise trade term definitions at the hand of the most consistent mercantile customs and practices. The aim of this study is to investigate the efficiency of INCOTERMS as a form of standardisation in international sales law. For purposes of the investigation the focus is limited to the passing of risk. Although national laws usually have a default risk regime in place, merchants still prefer to regulate risk by means of trade terms. This study will investigate the legal position in the case of FOB, CIF and DDU terms. An analysis of the risk regimes of a few selected national systems will show that each has their own understanding of these trade terms. The United Nations Convention on Contracts for the International Sale of Goods (CISG) does not refer to trade terms, but many commentators have concluded that the CISG risk rule is consistent with INCOTERMS. The study will discuss this in more detail. To determine the efficiency of INCOTERMS as a form of standardisation in international sales law, the study examines their characteristics, legal nature as well as their limited scope of regulation. Specific emphasis is placed on the interplay between the CISG and INCOTERMS and the possibility of some form of interaction and collaboration between the two instruments. It is concluded that collaboration between INCOTERMS and the CISG adds value to the international law of sales by increasing the efficiency of an international business transaction and thereby facilitating international trade.

This thesis examines problems related to particular labor laws currently applied in international air transport. This analysis is framed within the context of scholarly theory and judicial practice arising from various regimes of labor law governing industrial injury, the individual contract of employment, labor-management relations, and fair treatment in the civil aviation industry. A critical survey of labor regulations operating in the international air transport industry is provided through commentary on the principles formulated by judicial decisions and the theories which underlie their reasoning, helping to clarify both substantive and procedural labor laws affecting international air transport. A critical analysis of different categories of statutory labor law governing international air transport is also provided to assess the validity of commonly-erected conflict of labor law rules, thereby revealing the inadequacy of the single rule principle in view of the unique and perplexing regulatory interests which are inherent in aviation activity. The divergence between domestic labor statutes and Treaties of Friendship, Commerce and Navigation or bilateral air transport agreements also adds a more subtle aspect to the problems explored.