Bibliographie sélective OHADA

Symptomatique de la transformation technologique du droit d’hier et représentatif du droit de demain, le mobile money, ne bouleverse pas seulement le paysage financier (en l’occurrence par la remise en cause du monopole bancaire, la fragmentation des opérations bancaires et la pénétration des acteurs non bancaires notamment les Opérateurs de Télécommunication Mobile dans le paysage financier). Il heurte surtout la conception monocentrique du droit, encore omniprésente et omnipotente dans notre champ d’étude. En effet, le mobile money encore qualifié de monnaie mobile nous permet de témoigner de façon brute et factuelle de la réalité du pluralisme juridique et d’exposer dans une construction cohérente les raisons de la genèse des foyers normatifs privés ainsi que de comprendre la coexistence de plusieurs ordres juridiques dans un espace. C’est dans ce cadre que les multiples crises (crises des institutions étatiques, crises de la loi, carence et inadéquation de loi, inintelligibilité des lois, inefficacité et ineffectivité du droit étatique) qui touchent la sphère étatique ont été indexées comme sources de coûts de transaction, d’imprévisibilité, d’insécurité juridique, poussant les acteurs privés en quête d’un minimum de sécurité juridique et d’un droit adapté à leurs besoins à se livrer à une production normative. Les normes privées de la monnaie mobile ainsi produites ont, en raison de leur pertinence et de leur effectivité été incorporées dans la sphère publique, rendant par la même occasion difficile toute analyse (sans risque de se tromper) pertinente sur les sources réelles des normes en vigueur dans la sphère publique. Cette incorporation normative qui matérialise le dialogue normatif permanent entre la sphère privée et la sphère publique nous a conduit à esquisser une théorie d’interaction normative inter sphériques. Cette dernière nous semble indispensable non seulement pour rendre compte des rapports entre les ordres juridiques, entre les sources étatiques et les sources non étatiques du droit mais également pour penser la conception et la production du droit de demain. This paper defends the theory of legal pluralism in Cameroonian-CEEAC (Economic community central African States) legal order and aims to demonstrate that the omnipresence of monism in this area is incapable of describing the real legal world and the law as it is. A preliminary question not always considered in the debate, regards the existence of legal pluralism or private ordering is why private actors issue norms? The paper begins by looking at a variety of reasons why private actors produce norms and discusses in detail the concepts of the hierarchy of norms and their legal validity. The paper points out the fact that public space faced crises of state institutions regarding separation of powers, parliamentary time, terrorism and secession. These crises drawn all the attention of public space and affect its normative reactivity in the sense of regulating new activities, social practices. This legal ordering sometimes produces ineffective and unintelligible norms. There is no doubt that a poorly design law and ineffective access to the law can affect economic activities. The emergence of private norms can be explained in two different ways. It could be argued that, confront to an inadequacy law, private actors decide to subject their activities to non-state law. Produce norms is therefore a unique opportunity to private actors to free themselves from the constraints of the legal insecurity since the inadequacy or lack of state law expose them to additional transaction costs. This paper doesn’t or never claimed complete autonomy from legal system. I shall conclude that far to compete with legal space, private ordering help to discipline private actors and to organize new activities. The paper tries to explain why Mobile Network Operators (MNO) produce mobile money norms and intends to demonstrate that an increasing number of mobile money rules issued by GSMA, and MNO can be found within a corpus of rules of legal orders. We will try to identify, among layers of legal corpus rules, legal norms which originally come from private ordering. One could observe that mobile money private norms had been recognized by public actors through legal transplants. Other question not always considered in the debate, regards the existence of private norms which had not been incorporated to the contents of positive law. The importance of private norms in the regulation of mobile money system is undeniable. The mobile money private norms are an important source of public legislation, they structure mobile money operators’ agreement. It is important to be aware of their existence of private norms which has not be incorporated on state legal orders. This paper also outlines the impact of technology, more specifically of mobile money on the financial landscape and above all, the access of non-banking players MNOs in the financial landscape. By its characteristics, mobile money is on the way to change landscape of financial inclusion for unbanked countries. A financial market has born or raised around mobile money and now, Bank and other financial institutions must compete with MNOs, owners of the Unstructured supplementary service Data: which is a critical platform required to provide mobile financial services and to enable mobile financial service operators to access potential mobile money clients or to send responses to clients and confirm transactions. This relatively new roles for MNOs generate competition issues particularly in the case where one MNO in dominant position on the voice market also plays an active role in providing mobile money services or mobile financial services. Finally, this paper aims to describe and explain the various normative interaction between a private ordering and a state order especially regarding pure theory of law. To do so, we study a high number of sector (lex mercatoria) where we can verify normative interaction between legal norms and private norms. We therefore manage to theorize this normative interaction.

Entre rapprochement et indépendance, les rapports que partagent la sanction pénale et les sanctions ayant le caractère d’une punition débouchent bien souvent sur un cumul.Si l’ampleur de la double punition infligée à une seule et même personne et pour les mêmes faits impressionne, l’étroitesse de son encadrement alerte sur le risque de violation des droits et libertés fondamentaux des administrés, des contribuables, des employés, des notaires, des entreprises, …des justiciables de façon brève. Mais par-dessus tout, une insatisfaction est née, d’une part, du basculement permanent entre le cumul et le non-cumul des sanctions et d’autre part, des insuffisances et des imprécisions des solutions existantes de coordination des sanctions. Cette insatisfaction est couronnée par la non-uniformité dans l’élaboration et dans l’application des techniques développées. Ce qui implique la nécessité d’une réflexion favorisant l’articulation des sanctions, préférée aujourd’hui par la jurisprudence constitutionnelle, en matière fiscale. Pour ce faire, la distinction de finalités et de régimes des sanctions, particulièrement en termes d’application des garanties de droit pénal, a préparé un terrain favorable à la mise en œuvre de l’articulation. Pour favoriser une hausse de la protection des droits et libertés fondamentaux des justiciables, il convient de prévenir le cumul de poursuites et de qualifications. Il importe également que cette articulation engendre entre les autorités répressives pénales et extra-pénales une collaboration effective et élargie à toutes les branches du droit concernées par la répression. C’est sans compter sur les limites relatives aux spécificités de chaque domaine concerné. Enfin, il est indispensable de penser une politique répressive, devancée nécessairement par une nouvelle législation, source d’harmonisation de la répression. Between approximation and independence, the relationship between criminal sanctions and sanctions having the character of a punishment often leads to a combination.If the extent of the double punishment inflicted on one and the same person and for the same facts impresses, the narrowness of its framework alerts on the risk of violation of the fundamental rights and freedoms of the citizens, the taxpayers, the employees, the notaries, the companies, ... of the litigants in a short way. But above all, a dissatisfaction is born on the one hand, from the permanent switch between the accumulation and the non-accumulation of sanctions and, on the other hand, from the insufficiencies and imprecisions of the existing solutions of coordination of sanctions. This dissatisfaction is crowned by the non-uniformity in the development and application of the techniques developed. This implies the need for a reflection favoring the articulation of sanctions, preferred today by the constitutional jurisprudence, in fiscal matters. To this end, the distinction in the purposes and regimes of sanctions, particularly in terms of the application of criminal law guarantees, has paved the way for the implementation of articulation. In order to promote an increase in the protection of the fundamental rights and freedoms of those subject to trial, it is advisable to prevent the cumulation of prosecutions and qualifications. It is also important that this articulation engenders between the criminal and extra-criminal repressive authorities an effective collaboration extended to all the branches of law concerned by repression. This is without counting on the limits related to the specificities of each field concerned. Finally, it is indispensable to think of a repressive policy, necessarily preceded by new legislation, as a source of harmonization of repression.

Le destin juridique commun construit avec le temps et dans une histoire mouvementée rend atypique l’expérience camerounaise de pluralisme juridique qui résulte de coexistences multiformes plus ou moins rattachées à l’organisation de l’État du Cameroun. Dans ce pays où, à la suite de la colonisation, des systèmes traditionnels et modernes se sont croisés en donnant lieu à une existence simultanée de cultures juridiques venant de divers horizons. Cette rencontre de cultures, et même de civilisations, offre l’occasion d’apprécier la vie juridique commune qui en a résulté. À l’observation, les faiblesses du pluralisme étatique ont conduit à l’échec de l’acculturation, la coexistence étant de façade non seulement entre systèmes étatiques, mais aussi entre ceux-ci et les systèmes traditionnels. Depuis l’administration étrangère, les systèmes romano-germanique et de Common Law sont, en effet, restés mal agencés, allant d’une juxtaposition qui n’a pas toujours été bien coordonnée à une superposition établissant une hégémonie de l’un sur l’autre. La même inégalité se traduit dans la coexistence entre cultures juridiques modernes et traditionnelles, les premières étant au cœur de l’organisation du pluralisme juridique, tandis que les secondes sont affectées par des entorses, amenuisant leur existence dans le pluralisme juridique qui se trouve affaibli. Pour retrouver les lettres de noblesse d’un pluralisme juridique sérieux, une autre organisation serait à souhaiter afin que le pluralisme juridique soit mieux à l’écoute du Cameroun. Pour ce faire, l’organisation qui a eu cours jusque-là, ayant tendance à sublimer la juridicité étatique, pourrait être redressée. The common legal destiny built over time and in a turbulent history makes the Cameroonian experience of legal pluralism atypical, which results from multifaceted coexistence more or less linked to the organization of the State of Cameroon. In this country where, following colonization, traditional and modern systems have crossed, giving rise to a simultaneous existence of legal cultures coming from various horizons. This meeting of cultures, and even of civilizations, offers the opportunity to appreciate the common legal life that has resulted from it. On observation, the weaknesses of state pluralism have led to the failure of acculturation, with a seemingly coexistence not only between state systems, but also between them and traditional systems. Since the foreign administration, the Romano-Germanic and Common Law systems have, in fact, remained poorly organized, with in one sense, one next to the other, such that these legal system have not always been well coordinated and in another sense, one above the other. The same inequality is reflected in the coexistence between modern and traditional legal cultures, the former being at the heart of the organization of legal pluralism, while the latter are affected by sprains, reducing their existence in legal pluralism which is weakened. To regain the letters of nobility of serious legal pluralism, another organization would be desirable so that legal pluralism is more responsive to Cameroon.

Cette thèse étudie principalement l'impact du commerce international sur l'innovation, avec un accent particulier sur les pays en développement. Elle couvre également l'impact des retombées commerciales sur les inégalités de genre. Le chapitre 1 présente un aperçu de la littérature économique théorique et empirique récente traitant de l'effet de la concurrence des importations sur les résultats liés à l'innovation. Ce chapitre est divisé en quatre sections. Tout d'abord, un historique des brevets et des marques déposées en tant qu'indicateurs d'innovation est présenté. Deuxièmement, les mécanismes théoriques qui sous-tendent l'impact de la concurrence des importations sur l'innovation sont discutés. Troisièmement, une revue de la littérature des études empiriques récentes sur le commerce et l'innovation est résumée. Enfin, une analyse empirique est menée pour examiner l'impact de la concurrence des importations chinoises sur l'innovation, mesurée par l'activité de dépôt de brevet, dans les pays en développement.Le chapitre 2 est un exercice empirique qui examine l'impact de la concurrence des importations chinoises sur l'innovation, en utilisant une nouvelle mesure qui est le dépôt de brevet. L'étude utilise un ensemble de données de panel de 1995 à 2018 sur plus de 100 pays en développement. Le modèle empirique corrige l'endogénéité en utilisant une approche de variable instrumentale qui permet d'identifier la part du développement dû aux importations chinoises dans d'autres pays en développement. Les principales estimations trouvent un effet global décroissant de la concurrence des importations sur l'activité de dépôt de brevet. Les résultats de la variable instrumentale sont particulièrement robustes pour les demandes de brevet, mais pas pour les enregistrements. Cela suggère que la concurrence des importations affecte négativement les nouvelles innovations locales de produits ou de services dans les pays en développement.Enfin, le chapitre 3 aborde la question de l'impact des retombées du commerce international sur les normes d'égalité de genre. La majorité des études existantes documentent l'effet des épisodes de libéralisation sur les inégalités de genre. Celui des acteurs commerciaux, en revanche, a été largement ignoré. L'inégalité de genre au sein d'un pays est-elle affectée par ses partenaires commerciaux? Nous avons examiné cette question dans cet article en adoptant un modèle spatial du commerce entre 123 pays sur la période 1997-2013. Nous utilisons l'indice d'inégalité de genre pour capturer les tendances globales sur le genre au sein d'un pays. Nous avons ensuite désagrégé les échanges commerciaux au niveau produits afin d'identifier un canal technologique. Les résultats montrent que des normes d’égalité de genre plus élevées à l'étranger se répercutent, via les importations de produits de moyenne, haute technologie et minéraux, sur des normes d'égalité de genre plus élevées au niveau national. Ces résultats suggèrent qu'une révolution technologique affecte les entreprises, les ménages et les gouvernements en ayant un impact sur l'autonomisation des femmes.

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.

Le juge qui a vocation à interpréter le droit dans le cadre de litiges se trouve confronté à des situations humaines dans lesquelles les émotions sont présentes. Ainsi, les parties à un procès invoquent-elles parfois l'anxiété qu'elles ont pu ressentir avant de solliciter l'indemnisation du préjudice qui en résulte. Le juge, qui n'est pas un professionnel de la psychologie, doit pour autant prendre position sur la réparation de préjudices fondés sur l'anxiété. S'il admet la réparation de préjudices liés à l'anxiété dans différentes situations telles que l'exposition d'un salarié à l'amiante ou le port d'une sonde cardiaque défectueuse, à ce jour il n'existe pas de préjudice d'anxiété général qui aurait vocation à s'appliquer de manière identique dans toutes les branches du droit privé. En l'absence de définition de l'anxiété réparable et de précisions quant aux conditions de réparation, de multiples préjudices sont consacrés pour une seule et même émotion qu'est l'anxiété. L'enjeu est alors de proposer un préjudice d'anxiété permettant d'harmoniser la jurisprudence. The judge, who has the task of interpreting the law in the context of legal actions, finds himself confronted with human situations in which emotions are present. Thus, the parties to an action sometimes invoke the anxiety that they may have felt in order to seek compensation for the resulting harm. The judge, who is not e a psychologist by profession, must in such a situation take a position on the compensation for the harm due to anxiety. While, in some situations, compensation for the harm linked to anxiety is accepted, such as in the case of exposure of an employee to asbestos or the wearing of a defective pacemaker, to date there is no general prejudice of anxiety that would apply identically in all branches of private law. In the absence of a definition of repairable damage as regards anxiety and of the details as to the conditions for reparation, there is a multiplicity of situations in which there are various rulings devoted to one and the same emotion, which is anxiety. The issue them is to propose a prejudice of anxiety that would make it possible to harmonise the jurisprudence.

Multimodal taşıma; multimodal taşıma sözleşmesine binaen multimodal taşıma operatörünün eşyaların bir yerden farklı yerdeki teslimat için belirlenmiş bir noktaya taşınmasını en az iki farklı taşıma türü ile gerçekleştirmeyi taahhüt ettiği bir taşımadır. Konteyner kullanımının yaygınlaşması, günümüzde uluslararası eşya taşımalarının birden fazla taşıma türü kullanılarak kapıdan kapıya şeklinde yapılmasına olanak sağlamıştır. Bu sayede multimodal taşıma tüm dünyada yaygın hale gelmiştir. Taşıma sektöründe sıklıkla kullanılan bu taşıma türünün hukuki açıdan izahı önem arz etmektedir. Bu sebeple, multimodal taşımanın tanımı ve unsurları ele alınmıştır. Bu taşımanın diğer taşıma türleri ile benzerlik ve farklıkları değerlendirilmiştir. Her bir taşıma türüne ilişkin konvansiyonlar, ülkelerin ulusal hukuk düzenlemeleri ve multimodal taşımaya ilişkin yeknesak kurallar oluşturma amacıyla getirilen düzenleme çalışmaları ve düzenlemeler göz önüne alındığında multimodal taşımaya hangi hukuk düzenlemelerinin uygulanacağını öngörmek zordur. Multimodal taşımalarda sorumluluğu yeknesaklaştırmak adına en önemli düzenlemeler 1975 ve 1992 tarihli Milletlerarası Ticaret Odası (ICC) Kuralları ve halen yürürlüğe girmemiş olan 1980 Tarihli Multimodal Taşıma Konvansiyonu (MTC), 2009 tarihinde imzaya açılan Eşyaların Tamamen veya Kısmen Deniz Yoluyla Uluslararası Taşınmasına İlişkin Konvansiyondur (Rotterdam Kuralları-RK). Bu düzenlemelerden esinlenilerek ortaya çıkmış çeşitli bölgesel düzenlemeler söz konusudur. Bunun yanı sıra multimodal taşımanın ülke sınırları içerisinde gerçekleşebilmesi sebebiyle bazı ülkeler bu konuyu düzenleyen kanunlar yapmışlardır. Türk Hukunda ise multimodal taşımaya ilk kez 6102 sayılı Türk Ticaret Kanunu'nda (TTK), 'Değişik Tür Araçlar İle Taşıma' başlığı altında yer verilmiştir. MTO'nun zıya, hasar ve geç teslime dayalı sözleşme kaynaklı sorumluluğu zarar yerinin belirlenebilir olup olmamasına göre farklı kurallara tabidir. Zarar yerinin belirlenmesi ve multimodal taşıma sözleşmesinin taraflarından birinin zararın hangi taşıma türünde oluştuğunu ispatlaması durumunda, multimodal taşıma birden fazla taşıma türünü içerdiğinden denizyolu, havayolu, karayolu, demiryolu ve ülke iç suyolu gibi her bir taşıma türünü ayrı ayrı düzenleyen ve her biri kendi sorumluluk rejimini içeren uluslararası unimodal (tekil) taşıma konvansiyonlarından usulüne göre yürürlüğe girmiş olanları öncelikli olmak üzere, ilgili taşıma türünü özel olarak düzenleyen kurallar uygulanacaktır. Zararın gerçekleştiği taşıma türünün tespit edilememesi durumunda genel hüküm olarak adlandırabileceğimiz TTK hükümleri uygulama alanı bulacaktır. Çalışmada, Türk Hukukunda MTO'nun sorumluluğu ilgili konvansiyonlar ve TTK ışığında ele alınmış, uygulanacak hükümler ortaya konmaya çalışılmıştır. Anahtar Kelimeler: Multimodal Taşıma, Multimodal Taşıma Sözleşmesi, Multimodal Taşıma Operatörü, Multimodal Taşıma Operatörünün Sorumluluğu. Multimodal transport is a carriage in which multimodal transport operator, who assumes the responsibility of performing the carriage under the multimodal transport contract, undertakes to perform the carriage of goods by at least two modes of transport from one place to another place designated for delivery. Widespread use of containers today allows international transport of goods to be in the form of door-to-door transport using more than one mode of transport. Thus, multimodal transport becomes more widespread all over the world. Explaining this mode of transport, which is frequently used in the transport industry, from the legal perspective is of high importance. Hence, in this study, the definition and elements of multimodal transport are studied. The similarities and differences of this mode of transport with other modes of transport are evaluated. Considering different conventions regulating each mode of transport, national transport legislations and regulations aimed at setting forth uniform provisions, it is clearly difficult to determine rules that are applicable for the multimodal transport contract. Major regulations to uniform the liability in multimodal carriages are the 1975 and 1992 International Chamber of Commerce Rules, the 1980 Multimodal Transport Convention (MTC) and the United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea (Rotterdam Rules-RT), which was open for signature in 2009. There are also regional regulations inspired by these instruments. In addition, a number of countries enact laws regulating multimodal transport, as multimodal transport may be performed within national boundaries, and there are no uniform rules regulating it. In Turkish law, certain rules on multimodal transport in the Turkish Commercial Law (TTK) No.6102 under the heading of 'Carriage by Various Modes of Transport (Multimodal Transport)' were introduced. The MTO's contractual liability for loss of or damage to goods or delay in delivery is subject to different rules depending on whether the place of loss can be located. If the place of loss is located, and the leg of transport in which the loss occurs is proved by any party of the multimodal transport contract, as the transport involves more than one mode of transport, rules specifically regulating that mode of transport, in particular unimodal conventions, which duly entered into effect, individually governing each mode of transport such as sea, air, road, rail and inland waterway transports and having its own liability regime, will be applicable. If the mode of transport in which the loss occurs cannot be ascertained, TTK provisions, which we may call general rules, will be applicable. In the present study, we analyse the liability of MTO within the framework of relevant conventions and TTK and seek to reveal applicable provisions. Keywords: Multimodal Transport, Multimodal Transport Contract Multimodal Transport Operator, Liability of Multimodal Transport Operator

Bu tez, anlaşmazlıkları çözmede arabuluculuk konusunu ele almaktadır. Arabuluculuk konusu ticari mali muamelelerdeki anlaşmazlıklar ile sınırlıdır. Dolayısıyla tez ailevi anlaşmazlıklardaki nafaka gibi diğer mali anlaşmazlıklara değinmemektedir. Tez konusu fıkhi açıdan ele alındığı için, dört fıkhi mezhebin konuyla ilgili görüşleri, mukayeseli olarak işlenmiş, mezhepler arasında ihtilaf ve ittifak edilen noktalar ele alınmış ve görüşler arasında tercih yapılarak ortaya konulmuştur. Tez; bir mukaddime, üç bölüm, bir sonuç ve kaynakçadan meydana gelmektedir. Mukaddime de tezin planı, fihrist ve içerik ele alınmıştır. Tezin birinci bölümünde; arabuluculuk kavramının tanımı ve meşruiyeti, ikinci bölümde; arabuluculuğun rükünleri ve arabuluculukla ilgili hükümler ve şartlar, üçüncü bölümde ise; arabuluculuğun sonuçları ve etkisi ele alınmıştır. The dissertation aims to cover the subject of mediation in dispute resolutions exclusively in commercial disputes. Therefore, the research does not cover mediation in other disputes such as domestic disputes even when it's related to financial matters such as alimony. The research also studies mediation in commercial disputes from a jurisprudential perspective. Hence the jurists' opinions are presented and analyzed in a comparative approach to show its similarities, differences and present a jurisprudential preference. The dissertation is presented in an introduction, three chapters, a conclusion followed by the list of references and resources. The introduction provides an insight into the research contents and methodology. The first chapter discuss the definition of mediations and its legitimacy. The second chapter tackle the main pillars of mediations and clarify its ruling and conditions. Finally, the third chapter view the results of mediations and its expected impacts.

Deniz ticaret hukukunda, varma limanında yükün teslimini talep eden kişi, gönderilen olarak tanımlanmaktadır. Gönderilen, navlun sözleşmesinin tarafı olan taşıtan olabileceği gibi sözleşme ilişkisi dışında üçüncü bir kişi de olabilir. Gönderilenin üçüncü kişi olması hâlinde navlun sözleşmesi üçüncü kişi yararına sözleşme olarak nitelendirilmektedir. Kanun koyucu, sözleşme ilişkisine taraf olmayan bu üçüncü kişi için de bir takım hak ve sorumluluklar getirmiştir. İşte bu çalışmanın konusunu üçüncü kişi sıfatını haiz gönderilenin navlun sözleşmesinden kaynaklanan sorumluluğu oluşturmaktadır. Sözleşmelerin nispiliği prensibi gereği kural olarak tarafların anlaşarak üçüncü kişiyi borç altına sokmaları mümkün değildir. Bununla birlikte üçüncü kişi gönderilenin hangi hallerde sorumlu olacağı TTK m. 1203'te düzenlenmiştir. Buna göre gönderilenin navlun sözleşmesi kapsamında sorumlu olması için ilk olarak eşyanın teslimini talep etmesi gerekmektedir. Eşyanın teslimini talep, üçüncü kişi lehine sözleşme teorisi açısından edimin kabulü olarak değerlendirilmekte ve haliyle gönderilenin borç altına girmesi tarafların kararlaştırması ile değil öncelikle kendi iradesi ile olmaktadır. Gönderilenin sorumlu tutulmasının diğer şartını, teslim talebinin dayandığı taşıma sözleşmesinde ya da deniz taşıma senetlerinde bu borçların gönderilen üzerine bırakılması oluşturmaktadır. Dolayısıyla gönderilenin yükün teslimi sözleşmeden ya da deniz taşıma senetlerinden kaynaklanan bu alacakların ödenmesi şartına bağlanmaktadır. Gönderilenin hangi alacaklardan sorumlu olduğu sözleşme şartlarına göre tespit edilmektedir. Bu kapsamda sözleşme kayıtlarının incelenmesi gerekir. Navlun sözleşmesinde gönderilen uygulamada genellikle denizaşırı alıcı olarak karşımıza çıkmaktadır. Dolayısıyla Incoterms uyarınca tarafların kararlaştırdığı teslim şekillerinin ve FIO/FIOST/FILO/LIFO gibi gönderilenin sorumluluğunu genişleten kayıtların incelenmesi önemlidir. Bu kapsamda gönderilenin navlun sözleşmesinden kaynaklanan hangi borç kalemlerinden sorumlu olduğu sözleşme hükümleri ve mevzuat ile ayrıntılı bir şekilde açıklanmıştır. The consignee is defined as a person who requesting the delivery of the cargo at the discharge port by the maritime commercial law. The consignee might be the shipper, as a party of contract of affreightment, or might be a third party of the contract. In the case of the consignee is a third party, the contract of affreightment is characterized as a third-party beneficiary contract in which determined rights and responsibilities are given to this third party by the law makers. This thesis aims to determine the responsibilities of the third-party consignee that arising from the contract of affreightment. With regard to privity of the contract principle, as a rule, parties of a contract do not have right to bind a third party with obligations. On the other hand, the conditions of responsibilities of the third party consignee is regulated in the article 1203 of TCC. With regard to the article, in order for the consignee to be liable under the freight contract, the consignee must first request the delivery of the goods. The demand for the delivery of the goods is considered as the acceptance of the performance in terms of the theory of third party beneficiary contract and as a matter of fact, the consignee do not incur a debt with the parties' decision, but primarily with his own will. The other condition of holding the consignee responsible is the transfer of these debts to the consignee in the contract of affreightment or other transport documents on which the delivery request is based. Therefore, the delivery of the cargo is subject to the payment of these debts arising from the contract or transport documents. The debts of the consignee are determined according to the terms of the contract. In this context, it is necessary to review of the terms of the contract. In practice, the consignee in the contract of affreightment usually appears as a overseas receiver of the sale contract. Therefore, it is important to examine both the delivery methods agreed by the parties with regard to INCOTERMS and clauses that expand the responsibility of the sender, such as FIO/FIOST/FILO/LIFO. In this framework, this study explains in detail the responsibilities of consignee with regard to freight contract provisions and legislations.

Com a Crise Financeira Global (CFG), dos anos 2007 e 2008, há espaço para inflexões na política macroeconômica dos países e nota-se a emergência da utilização de instrumentos macroprudenciais como meio para a limitação do risco sistêmico. Assim, forma-se um cenário onde a alta integração financeira e a atuação de bancos e outras instituições financeiras de forma transnacional se encontra com a crescente utilização de regulações financeiras em âmbitos nacionais, de forma descentralizada e não necessariamente harmonizada internacionalmente. Nesse sentido, esta tese busca investigar a ocorrência de externalidades, ou vazamentos financeiros internacionais que podem ocorrer a partir da implementação de medidas macroprudenciais em uma determinada economia. Assim, a pesquisa situa a temática no cenário do Sistema Monetário e Financeiro Internacional, identificando os movimentos que levaram à formação desse movimento regulatório. Uma análise exploratória acerca da experiência internacional com instrumentos macroprudenciais é conduzida de modo a identificar tendências temporais, continuidades, rupturas e diferenças entre grupos de países na condução da regulação financeira macroprudencial. Ademais, é realizada uma análise empírica que busca somar à literatura que investiga as externalidades internacionais associadas à implementação dessas regulações. Essa investigação é realizada utilizando técnicas de estimação de dados em painel para 40 países entre os anos de 2000 a 2018. Como principais resultados da tese destaca-se que: a) A partir da CFG há a emergência de uma agenda voltada para a estabilidade financeira que tem como pilar a utilização de instrumentos macroprudenciais e, esses instrumentos são largamente utilizados pelas economias nacionais; b) As Economias Avançadas aumentaram proporcionalmente mais a utilização de instrumentos macroprudenciais e, também, diversificaram mais a sua estratégia regulatória que as Economias Emergentes ou em Desenvolvimento; c) O exercício empírico encontra evidências que sugerem a ocorrência de externalidades internacionais decorrentes da implementação de medidas macroprudenciais e que estes efeitos se mantém e até ganham significância estatística de acordo com a relevância sistêmica da economia que implementa a regulação.