Bibliographie sélective OHADA

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.

The recent discoveries of natural resources on both territorial and maritime borders have heightened the probability of conflicts between states specifically in the Horn of Africa and the Greater Lakes Region. As a highly volatile region, conflicts are not a foreign phenomenon which have been plaguing the region since transition to the post-colonial era. It is simple to argue that the cause of disputes is due to the arbitrary borders drawn by the European powers, however, the region is experiencing a contemporary ‘scramble and petition’ with countries racing to exploit and gain over the newfound resources. In addition to this, the rise of nationalist sentiments combined with the burgeoning population and struggle of governments to finance their domestic budgets while trying to reduce borrowing from foreign markets due to the inflation costs which makes it expensive, also plays a key role in the quest to benefit from mineral exploration and excavation. While traditional conflicts rose from land border disputes that escalated to violence especially between border communities, maritime conflicts tend to be handled in legal ways with parties seeking intervention from bodies such as the International Tribunal of the Law of the Sea (ITLOS) and the International Court of Justice (ICJ). Most cases are solved by outright delimitation of the maritime borders rather that joint management of marine land masses or natural resources based on mutual understanding or mutually assured benefits. The recent Kenya-Somalia Maritime dispute is an excellent case study. The aim of this research is to not only show alternative dispute resolution methods that can be used in maritime border disputes but also analyse the switch from pacific means of settlement of disputes to judicial intervention of the court. It begins by looking at the evolution of land border disputes between the two states, touches on the maritime dispute and their diplomatic, economic and security relationship. It further critically analyses the points of view of the two countries and the court’s ruling. Finally, it examines alternative dispute settlement mechanism that could have been used.

La dématérialisation et le droit, un mariage de raison. Les travaux pionniers de Philippe Garo et Albert Dione le démontrent à suffisance. À l’ère du tout numérique l’adaptation du droit en général et du droit maritime en particulier est une condition sine qua none pour la sécurisation des transactions et la confiance dans l’économie numérique. La question relative à la valeur juridique des documents dématérialisés est aujourd’hui résolue par les différents textes de la CNUDCI. Les différentes transpositions légales et la doctrine posent les principes d’équivalence fonctionnelle, de neutralité médiatique et de neutralité technologique. Néanmoins, de nombreuses questions restent en suspens et constituent l’objet de cette thèse. Les documents dématérialisés conservent-ils leurs fonctions juridiques traditionnelles ? Si la réponse est positive, elle reste soumise à la condition que l ’émission, la transmission et ou le transfert du document électronique de transport, titre représentatif de la marchandise, soient encadrés par une méthode fiable permettant d’assurer la confidentialité, l’intégrité et la durabilité du support lors du processus. L’opération semble simple sur le plan conceptuel mais il n’en est rien sur le plan pratique. De nombreuses limites intrinsèques et extrinsèques entravent la mise de la dématérialisation. Cette thèse a pour objet d’y apporter des solutions. De toute évidence, le coût d’opportunité que représente la dématérialisation pour les entreprises dans la zone CEMAC est réel et stratégique. L’adaptation sur le plan législatif est à saluer mais devrait être accompagnée sur le plan pratique par une véritable politique communautaire de maritimisation. Une politique de transport maritime mettant l’accent sur la création d’infrastructures communes permettant d’assurer l’interconnectivité et l’interopérabilité des systèmes. Toute chose à même d’assurer la facilitation de la circulation et le transfert sécurisé des documents dans la chaine de valeur. Une telle politique facilitera aussi le recours dans un proche avenir dans la zone CEMAC, à la technologie Blockchain que nous proposons pour la dématérialisation du connaissement négociable, « véritable serpent de mer » !

Comment répare-t-on les dommages causés par les marchandises dangereuses ? Quels sont les principes qui gouvernent cette réparationsurtout au niveau de la quantification des indemnités à verser aux victimes? Ces questions trouveraient bien une réponse dans une étude consacrée au transporteur. Par contre, concernant le chargeur de marchandises dangereuses, aucun texte ne prévoit de façon cohérente et suffisamment claire, des régimes de réparation et de quantification des indemnités. Le flou juridique existant en la matière à conduit à s’intéresser aux mécanismes d’assurance existant. Les législations sur le transport de marchandises dangereuses par mer n’exigent pas de façon spécifique une assurance de responsabilité civile du chargeur. Le Code CIMA par exemple ne régit pas les assurances maritimes. L’assurance qu’on peut qualifier de classique et qui peut concerner tous les opérateurs du transport de marchandises dangereuses, bien que revêtant une importance à nul autre comparable, n’a pas retenu l’attention du législateur. On a donc assisté au développement des clubs de protection et indemnisation propres aux armateurs, qui essayent tant bien que mal de compenser les insuffisances textuelles. Cet état de chose a permis de donner à l’assurance une double facette. L’urgence de l’institutionnalisation d’une assurance de responsabilité civile se fait donc ressentir dans la zone CEMAC. How is the damage caused by dangerous goods repaired? What are the principles that govern this compensation, especially when it comes to quantifying what should be paid to victims? These questions would be answered in a study of the carrier. Conversely, as far as the shipper of dangerous goods is concerned, no text provides in a coherent and sufficiently clear way, schemes of repair and quantification of indemnities. The legal uncertainty in this area has led to an interest in existing insurance mechanisms.Legislation on the carriage of dangerous goods by sea does not specifically require shipper's liability insurance. The CIMA Code for example excludes marine insurance. The insurance which can be described as classic and which may concern all transport operators of dangerous goods, although of greater importance than any other, has not drawn the attention of the legislator. We have therefore seen the development of protection and compensation clubs specific to shipowners, who are trying somehow, to compensate for textual inadequacies. This state of affairs has given insurance a double facet. In particular, as far as the shipper is concerned, the urgency of the institutionalization of a liability insurance related to him is felt in the CEMAC zone.

La réforme de la législation sur le transport maritime au Cameroun et dans la zone CEMAC était attendue. En effet, à la défaveur de la coexistence sur le plan international de la Convention de Bruxelles et des Règles de Hambourg, ainsi que de la nécessité d’arrimer la législation à l’évolution de la pratique, il était nécessaire de toiletter la législation en vigueur. L’adoption des Règles de Rotterdam s’inscrit ainsi dans un courant économique et juridique favorable à l’uniformisation, à la modernisation et à la prise en compte des pratiques contractuelles jusqu’alors dénuées de toute réglementation. La ratification du texte international par le Cameroun procède également d’une politique économique d’un Etat épris de développement, qui a fait de sa participation au commerce extérieur, un axe majeur de son émergence. Cette évolution juridique nécessaire mais insuffisamment encadrée s’effectue dans un contexte réglementaire tous azimuts. Ceci est susceptible de conduire non seulement à des conflits de lois, mais également à l’hibernation juridique du code communautaire de la marine marchande CEMAC, généralement non appliqué. Mots clés : Transport maritime, législation, enjeux, reforme. The reform of the legislation on maritime transport in Cameroon and in the CEMAC zone was expected. Indeed, to the detriment of the international coexistence of the Brussels Convention and the Hamburg Rules, as well as the need to align legislation with the development of practice, it was necessary to tidy up the legislation force. The adoption of the Rotterdam Rules is thus part of an economic and legal trend favorable to standardization, modernization and the taking into account of contractual practices hitherto devoid of any regulation. Cameroon's ratification of the international text is also the result of an economic policy of a development-loving state, which has made its participation in foreign trade a major axis of its emergence. This necessary but insufficiently supervised legal development is taking place in an all-out regulatory context. This is likely to lead not only to conflicts of laws, but also to the legal hibernation of the community code of the CEMAC merchant navy, generally non enforced.