Bibliographie sélective OHADA

Cette étude s’intéresse à la détermination de la parité d’échange dans les opérations de fusion acquisition effectuées au Sénégal et notamment à l’impact de la politique comptable des dirigeants des sociétés absorbantes sur la parité. Cette étude montre d’une part, que les gestionnaires des entreprises absorbantes gèrent les résultats comptables l’année qui précède la fusion. Les ajustements comptables à la discrétion des dirigeants représentent environ 17.67 % du total de l’actif économique. D’autre part, ces ajustements sont influencés par plusieurs facteurs tels que : le contrôle majoritaire qu’exerce la société absorbante sur l’absorbée, la part majoritaire des dirigeants et/ou de leur famille dans le capital de l’absorbante, le pourcentage des parts de l’Etat dans la société, l’influence des critères de nature comptable dans la détermination de la parité et la performance de la société absorbante.

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.

La République Démocratique du Congo a adhéré à l’OHADA en date du 11 juillet 2012. Le Traité, les Règlements d’application et les Actes uniformes sont entrés en vigueur le 12 septembre 2012. Il faudra rappeler ici que cette adhésion est consécutive à la loi n° 10/002 du 11 février 2010 autorisant l’adhésion de la RDC au Traité du 17 octobre 1993 relatif à l’harmonisation du droit des affaires en Afrique. A la suite de cette adhésion, plusieurs mesures ont été prises par le Gouvernement de la RDC pour assurer la mise en œuvre de l’OHADA. La présente réflexion passe en revue certaines de ces mesures en vue d’apprécier leurs incidences dans la sécurité juridique et judiciaire de la RDC.

Purpose This study aims to examine whether there are differences between financial statements prepared in accordance with International Financial Reporting Standards (IFRS) and financial statements prepared in accordance with local accounting standards in terms of its ability to present the financial conditions of companies listed on the Saudi Stock Exchange as one of the emerging markets. Design/methodology/approach Data on study variables were obtained from the published financial statements of 67 of listed companies in the Saudi Stock Exchange during the period 2014–2019. The study addressed the research hypotheses by using Altman Z-score model. Both the T-test and Wilcoxon rank test were used to investigate the significance of differences between the values of Z-score and the individual variables included in the model in the pre- and post-IFRS mandatory adoption periods. Findings The results revealed a decrease in the values of Z-score as well as the values of the individual variables included in the model in the period following the adoption of IFRS than it was before the adoption of IFRS, which indicates the ability of IFRS to show the financial conditions of companies more transparently than local accounting standards. However, the results of the T-test and Wilcoxon test showed that these decreases were not statistically significant. Research limitations/implications This study has some limitations, including the small sample size as a result of the small size of the Saudi Stock Exchange, As well as the reliance of this study only on the Altman model with its five variables in assessing financial conditions without examining the impact of other factors that may affect the financial conditions of companies. Practical implications Financial conditions of the companies have important implications for multiple parties such as management, government, investors and others as an early warning sign that enables them to take the necessary measures early before the actual bankruptcy occurs and what results in costs. Originality/value Although assessing financial conditions of the companies is one of the basic uses of accounting information, this topic has not received sufficient attention as a means to test the benefits of adopting IFRS, especially in emerging markets such as Saudi Stock Exchange. This is the first study to examine the impact of adopting IFRS on the transparency of financial reporting in assessing financial conditions in Saudi Arabia.

Purpose This study aims to investigate the factors that affect the likelihood of formalizing informal sector activities in 13 Sub-Saharan African countries, using World Bank enterprise survey data collected between the periods 2009 and 2018. Notwithstanding the great contribution of the informal economy in Africa, developing countries may stand to gain more if they make inroads in formalizing the informal sector. Design/methodology/approach Since the dependent variable is binary taking the value of one if the firm is willing to formalize and zero otherwise, the study will employ a discrete choice probit model. Findings Results inter alia show that firms that are more likely to formalize are young, owned by individuals with high levels of education and, have registered before. Governments should therefore target firms that are young and provide them with information about the benefits of registration, and if these firms are owned by experienced and educated individuals, the likelihood for them to register would be high. Research limitations/implications The study uses cross sectional data and therefore cannot capture time variant factors affecting the probability to register and also cannot correct effectively for endogeneity. Practical implications Governments should therefore target firms that are young and provide them with as much information as possible about the benefits of registration, and if these firms are owned by experienced and educated individuals, the likelihood to convince them to register would be high. They should also reduce the cost of registration so as to improve net benefits in line with the rational exit view. Social implications Formalizing informal activities will help improve the performance of these firms, reduce vulnerable employment as well as crime, poverty and inequality. Providing decent operating and working conditions to informal players will reduce social and political unrest. Originality/value The African continent is home to many informal firms accounting for roughly 55% of economic activity with 90% of workers eking out a living in a sector that does not respect worker rights, provide decent working conditions and where changes in growth have done little to reduce its size. Regulatory reforms have also been implemented resulting in the number of start-up registration procedures falling from 11 in 2003 to seven in 2019. The uniqueness of Sub Saharan Africa in terms of entrepreneurial culture, political, institutional and economic conditions as well as lack of consensus in the extant empirical literature make this study pertinent.

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.

Purpose This study aims to examine whether the impact of international financial reporting standards (IFRS) on audit fees differs between early and late adopters. Design/methodology/approach The authors use robust econometric estimation on a sample of 314 firms from both early and late IFRS adopting countries. Findings The authors find that IFRS is positively and significantly associated with an increase in audit fees for early adopters, but the impact is very weak for late adopters and insignificant in some cases. The results on auditing time suggest that increase in audit fees around IFRS adoption is due to an increase in audit reporting lags. After accounting for pre- and post-years, the authors find that the relationship between IFRS and audit fees, as well as audit time for late adopters, is significant only in the adoption year. However, early adopters experience a significant increase in audit fees and audit time in the transition year to one-year post-adoption. Practical implications The findings imply that countries that are yet to adopt IFRS are less likely to experience a significant increase in audit fees audit time. Hence, is probable that the benefit of IFRS will outweigh the cost. Originality/value The results, therefore, suggest that early adopters paid a premium for been the first users of IFRS, which is consistent with any innovation. The study provides new insights by demonstrating that the consequences of IFRS differ between early and late adopters.

Si les meubles ont toujours pu faire l’objet d’actes de commerce, tel n’a pas toujours été le cas de l’immeuble, en raison de son exclusion du droit commercial du fait de son rattachement au droit civil par la loi. Mais, ce dernier a néanmoins finalement été atteint par les vagues de la commercialité. Ce qui n’a manqué de susciter un vif conflit de qualification en matière immobilière, mettant ce bien en exergue comme une illustration parfaite du duel entre ces deux grandes branches du droit privé. Cette situation révèle la nature imprécise du statut de l’immeuble en droit commercial dont le présent article a pour objet de clarifier. A présent, le caractère commercial des actes relatifs à l’immeuble a été expressément consacré et ne fait plus l’ombre d’aucun doute en droit OHADA. Toutefois, on constate néanmoins toujours le maintien de certaines opérations immobilières dans le giron du droit civil. Cette commercialité appliquée de façon singulière à ce bien comparativement à son analogue mobilier rend donc ainsi compte de celui-ci comme un critère d’application du droit commercial qui, à ce titre, témoigne de la remarquable évolution de cette branche du droit dans son rapport de force avec le droit civil. Ainsi, si à travers l’extension de son champ d’application à l’immeuble, le droit commercial fait effectivement figure d’un droit conquérant au détriment du droit civil, il subit cependant de plus en plus un certain rapprochement avec ce dernier tendant plutôt à relativiser les mérites de cette laborieuse conquête.

This work sets out to evaluate the OHADA Uniform Act’s laws on accountability in Private and Public Limited Companies. Normally, laws which provide for effective accountability, guarantee the smooth functioning and stability of companies since its rules work at averting all forms of mismanagements. The inspiration of this work stems from the realization that, levels of accountability in these companies are still wanting. Hitherto, companies are plagued with vices of obscured activities, fake transactions, non-transparent reporting and acute dishonesty by its organs. It is therefore baffling that, these are still prevalent despite the existence of the Uniform Act’s laws which contains accountability mechanism aimed at dispelling all these forms of corporate transgressions. From this arose lingering doubts as to how these laws are.

Article-by-article commentary

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

Le franchissement des frontières dans le territoire douanier de la CEMAC (Communauté Economique et Monétaire de l’Afrique Centrale) peut se faire de manière régulière, c'est-à-dire en respect de la procédure prescrite à cet effet, ou alors de manière irrégulière en violation de cette dernière. La violation des lois et règlements douaniers donne naissance à des litiges opposant l’administration des douanes aux usagers auteurs des infractions douanières. Il s’agit donc là du contentieux douanier, un contentieux encadré par les règles propres au droit du contentieux douanier, lesquelles dans la zone CEMAC donnent compétence aux juridictions nationales des Etats membres ainsi qu’à la Cour de Justice de la CEMAC de réprimer sévèrement les infractions douanières.