Bibliographie sélective OHADA

Denizciliğin kendine özgü ihtiyaç ve sorunlarından ortaya çıkmış bir kurum olan kurtarmayardım, TTK. m. 1222-1234'de düzenlenmiş olup köken itibariyle Alman hukukundanalınmıştır. Alman Hukukunun bu konudaki kaynağı ise Türkiye'nin de taraf bulunduğu 1910tarihli Brüksel Konvansiyonu'dur. 1910 tarihli konvansiyona 1967 yılında eklenen protokoleTürkiye taraf olmamıştır. 1989 Londra Konvansiyonuna taraf olma ise gereklidir. Zira 1989konvansiyonu gelişen ve değişen kurtarma teknikleri ve sorunlarını hukuki açıdan çözmekiçin uluslararası alanda düzenlenmiş en son konvansiyondur.Kurtarma yardım ücretinde sorunlardan biri, ücretin nasıl hesaplanacağıdır. Bu husus, 1910Brüksel Konvansiyonu hükümleri ve bu konvansiyona eklenen özel tazminat ve çevre zararınıönleme kriterlerini düzenleyen 1989 Londra Konvansiyonu hükümleri ile düzenlenmiştir.Kurtarma yardım ücreti hesaplanırken mahkeme bu kriterlerin ışığında hakkaniyete uygun birücret belirleyecektir.Kurtarma yardım ücretinin ödenmesi meselesinde önemli bir konu da bu ücretten denizsigortalarının teminat kapsamı doğrultusunda sigortacının sorumluluğu hususudur. Birkurtarma yardım hizmeti gerçekleştirildiğinde öncelikle uygun bir kurtarma yardım ücretibelirlenir. Bu kurtarma yardım ücreti olayın şartlarına göre müşterek avarya teşkil ettiğitakdirde kurtarma ücreti dispeçte alacaklı masasına kaydedilir ve müşterek avaryapaylaşımında yerini alır. Bu paylaşımda sigortacının tazminat sorumluluğu TTK hükümleri,genel şartlar ve İngiliz Hukuku özel şartları (Klozlar) ile York Anvers kuralları ışığındabelirlenir.Kurtarma yardım teşkil etmediği halde ise paylaşıma girmeden kurtarılan değerinsigortacısının kurtarma ücreti ve zararlarından sorumluluğu TTK hükümleri, genel şartlar veİngiliz Hukuku özel şartları (Klozlar) ile belirlenir. Emerged from own specific needs and problems of maritime Salvage, legislated in TTK.m.1222-1234,which has been originated from the German law. The source of German law inthis subject is the Convention dated 1910 in which Turkey is also a party. Turkey has not beenparty of the protocol in 1967 added to Convention dated 1910. Being a party to LondonConvention 1989 is necessary. Because Convention 1989 is the last convention to solvedeveloping and changing salvage techniques and problems from a legal perspective atinternational level.One of the problems of salvage payments is about how to calculate. This issue has beenregulated by provisions of Brussels 1910 Convention and London 1989 Convention whichregulates special compensation and prevention criteria of environmental damage. Whencalculating salvage payment, the court will determine a fair cost in the light of these criteria.An important subject matter of the payment of Salvage is the liability of insurer oriented withthe scope of maritime insurance assurance. When the salvage operation was done paymentwas determined primarily. When general average was established according to thecircumstances of this case this payment is recorded to creditor table at adjustment and takesplace in general average. This shared responsibility in the insurer's indemnity provisions aredetermined in light of the TTK provisions, general terms and specific terms of English Lawand York Antwerp Rules.In the case of without salvage, insurer liability of rescued value from salvage cost and lossesis determined by TTK, general terms and specific terms of English Law without sharing.

Libya is a predominately Muslim country where Islamic finance has not yet been established. However, given the current extensive program of financial reform in Libya and the rapid growth and appeal of Islamic finance in comparable economies, there is growing pressure for a system of Islamic finance to be provided. There is then a pressing need for research into the prospects for Islamic finance from a consumer and provider perceptive to inform this debate and thereby meet the needs of policymakers, financial service providers and prospective users. Accordingly, this study of Libyan attitudes towards Islamic methods of finance, the first study attempted in the Libyan context and one of few studies globally, applies a model derived from the Theory of Reasoned Action to analyse attitudes towards Islamic finance. The particular focus is to understand how the Theory of Reasoned Action can be used for predicting and understanding attitudes towards the potential use of Islamic methods of finance by Libyan retail consumers, business firms and banks. Four main research questions are posed to address this objective. First, does awareness of Islamic methods of finance influence attitudes towards the use of Islamic finance? Second, do socioeconomic, demographic and other factors influence attitudes towards Islamic finance? Third, what are the principal motivating factors towards the potential use of Islamic finance? Finally, is religion the major influence on the likelihood of engaging in Islamic finance? Three surveys of 385 retail consumers, 296 business firms and 134 bank managers in Libya are conducted in 2007/08 to achieve this objective. Descriptive analysis and multivariate statistical analysis (including factor analysis, discriminant analysis and binary logistic regressions) are used to analyse the data. The principal findings are that awareness of Islamic methods of finance and socioeconomic, demographic and business characteristics are key determinants of the likelihood of the use of Islamic finance. Further, religion plays a key, though not the only, role in influencing these attitudes. The thesis findings are of key importance in informing future financial industry practice and financial policy formation in Libya.

İslam Deniz ticaret hukukunda hukuki sorumluluk? adlı çalısmamızdadeniz ticaret hukuku ile ilgili olarak, İslam hukuku eserlerinde çesitli bölümlerde dağınıkhalde bulunan ?Daman? konusu üzerinde durmaya çalıstık.Konuyu ele alırken giriste özellikle önce, deniz hukuku ile deniz ticaret hukukarasındaki ayrıma dikkat çekerek deniz hukuku ile ilgili konuları dısarıda tuttuk. Daha sonra?İslam deniz ticaret hukuku? kavramını irdeledik. Ardından hukuk-fıkıh arasındaki güncelayrıma göre ?slam hukuku eserlerindeki ibadetlerle ilgili konuları ele almamamız gerektiğinibelirttik. Daha da özele inerek tezimizde; konunun cezai sorumlulukla ilgisini dısarıdatutmak gerektiğinin gerekçelerini sıralamaya çalıstık ve kaynakları nasıl ele alacağımızı izahettikArastırmamızda, birinci bölümde genel olarak ?slam hukuku ve günümüzhukuklarında sorumluluk üzerinde durduk. Sorumluluk fikriyle ilgili ayet ve hadislerden vefıkıh eserlerindeki ilgili tanımları ve sınıflandırmalara dikkat çektik. İslam deniz ticarethukukunun kısa tarihçesini vererek, Rodos deniz Kuralları gibi Roma hukukundan alıntıolduğu iddiasına cevap vermeye çalıstıkİkinci bölümde sözlesmeden doğan hukuki sorumlulukla ilgili olarak, İslamhukukçularının daha ilk yüzyıllardan beri denizde yük/esya ve yolcu tasıma ile ilgili olarak,gemiyi tümden kiralama ve sözlesme yaparak bir bölümünü kiralama veya bizatihi yüktasımayı esas alan kiralama sözlesmelerini farklarıyla birlikte bildiklerini gördük. İslamhukukçuların özellikle sözlesmelerde; geminin adı, varma limanı, yolculuğun süresi, yüksahibinin adı, navlun ücreti ve onun ne zaman ne sekilde ödeneceği vb. hukuki ayrımlarınyük tasıma sözlesmelerinde sözlü veya yazılı olarak olarak ayrıntılı bir sekilde yer almasınısart kostuklarını belirttik.Bilhassa Maliki hukukçuların bu alanda çalısmalarının diğerlerine göre daha fazlaolduğunu gördük. Malikiliğin yaygın olduğu Endülüs İspanyasında ortaya çıkan Consolatedel Mare'da Maliki emir ve hukukçuların büyük etkisi olduğunu karsılastırmalı olarakgöstermeye çalıstık.Üçüncü bölümde haksız fiilden doğan sorumlulukta İslam hukuku eserlerinde?ta'addî ve ifrât? kavramının olduğunu, deniz kazaları, avarya gibi yükün ve gemininkorunması ile ilgili meydana gelen masrafların iki taraf arasında kusurlu olup olmamadurumuna göre bölüsülmesi gerektiğine dikkat çektik. Fırtına, rüzgâr gibi beklenmeyendurumların sebebiyet verdiği kazalarda kusur bulunmasa da sorumlu olunduğunu vemasrafların iki taraf arasında paylasıldığını gördük. Müstakil bir bölüm teskil edecek ölçüdepek yeterli örnekler olmamakla birlikte, son bölümde sebepsiz zenginlesmeden kaynaklananhukuki sorumlulukla ilgili bazı tespitlere yer verdik.

La responsabilité du transporteur étant la question centrale du transport, les autres acteurs ont été quelque peu oubliés. Ainsi, le droit maritime n’a jamais vraiment envisagé la responsabilité du chargeur comme un objet d’étude en soi. Pourtant, le chargeur est une des trois parties au contrat de transport. Il a donc des obligations particulières et une responsabilité spécifique. Celle-ci est maintenant cohérente, mais la nouvelle Convention des Nations-Unies sur le contrat de transport de marchandises effectué entièrement ou partiellement par mer a ouvert des perspectives dans une double direction. Premièrement, la nouvelle convention propose, clairement ou parfois plus indirectement, de nouveaux fondements qui renforcent certaines obligations du chargeur ( notamment des obligations d'information et de sécurité) jusqu'ici peu prises en compte. Deuxièmement, elle a lancé un débat qui a remis en cause le principe d'une responsabilité pour faute et intégrale du chargeur. Ces deux thèmes sont étudiés, sans pour autant oublier les obligations plus classiques qui pèsent sur le chargeur. As the carrier's liability is the central question of the law of carriage, it has maked vanished others actors. Indeed, the maritime law is not used to consider specifically the shipper's liability. Howewer, the shipper is one of the three parts of the bill of ladding. Accordingly, he has particular obligations and a special liability. They have been elaborated on the international conventions and the law of 1966, but the new convention on contracts for the international carriage of goods wholly or partly by sea (the « Rotterdam rules ») has opened two new prospects. Firstly, the new convention suggests new duties (in particarly obligations of information and safety) which were not very used. Secondly, this convention has launched an important discussion about the principle of the schem of the shipper's liability. This two topics will be studied, but more classical obligations will be not forgotten.

In a progressive income tax system with an individual tax unit, high-rate taxpayers have an incentive to split income with lower-rate family members to minimise the family’s total tax burden. This raises equity and neutrality concerns. Adopting a spousal tax unit limits the gains from income splitting, but the individual is the better choice on privacy, autonomy, equality, definitional, marriage neutrality and work incentive grounds. Once the individual is chosen as the income tax unit, the control model provides a strong policy basis for attributing both earned and unearned income to individuals. Income splitting, however, undermines this model as well as the individual tax unit. This thesis focuses on the UK’s approach to income-splitting in family businesses. The relevant UK income tax rules, particularly the settlements provisions, are inadequate for the task. Various possible reforms are examined. Incorporating a transfer pricing or ‘reasonableness’ test into the settlements provisions would strengthen these rules, but would make taxpayer compliance with an uncertain regime even more difficult. Another option is to expand the scope of employment tax by moving the borderline between employees and the self-employed or companies. Deeper structural reforms could be made to enhance the neutrality of taxation on different legal forms of economic activity. This would reduce the incentives to incorporate for tax savings, including from income splitting. Integration of income tax and NICs is one such option; a dual income tax is another. A TAAR or GAAR also could be pursued. Ultimately, some combination of these various reform options could provide a partial solution to this challenging issue.

This thesis focuses on the interaction of two categories of non-state actors, private sector corporate actors and non-governmental organizations, with states in the context of the World Trade Organization (WTO) through a lens of public international law. It builds on the premise that the notion of states as the only subjects of international law is not adequate for a modern system of global governance, as it does not reflect the realities of fast-paced globalization and increased co-operation in a world where the boundaries of the private and public are increasingly blurred. It does not necessarily provide solutions for participation of non-state actors in the WTO, but demonstrates that developments in international relations warrant more space for participation of non-state actors, and that the current system of the WTO fails to provide sufficient space for participation. The thesis argues that, for both historical and pragmatic reasons, developments in the areas of GATT and international trade law occurred outside their natural course, leading to the myth of a “self-contained” trade regime not part of public international law. The WTO, unlike its predecessor, enjoys a proper institutional framework and mandate; one can no longer use the excuse of institutional handicap for excluding it from the system of global governance. Liberalization of international trade has far-reaching consequences which are not limited to the trade arena and the WTO, its member states, and scholars of international trade law have to assume their role in the broader context of an international legal order. Non-state actors’ formal participation can contribute to striking a balance between different forces and interests at work in the area of trade liberalization and its interplay with other non-trade issues. After setting the framework for the study, the thesis outlines modes of participation of non-state actors in the creation and modification of WTO law as well as in its enfor