Dissertations / Theses on the topic 'Maritime governance'

Doutoramento em Estudos de Desenvolvimento
This research is an innovative approach to assess the application of sustainable development principles into the socio-technical domain of maritime surveillance by investigating potential governance models for expanding the Nation-state sectorial Maritime Domain Awareness arrangement towards regional and global integrated cooperative data sharing approach based on the need-to-know and responsibility-to-share principle. The investigation was performed using a variety of complementary qualitative methodologies centered on Action Research. The resulting data was analyzed and structured with the use of the “Framework for Sustainable Strategic Development” tool-kit. The methodology was first applied at regional (European Union) level and then expanded to develop a model for the Global Maritime Domain Awareness governance arrangement. The outcome suggests that the existing model of nation-state maritime surveillance is not able to cope with the new maritime challenges of international dimensions, such as high-sea piracy or massive illegal immigration, and a change towards regional and global cooperative models is more suitable to support the sustainable development of maritime transportation. Potential solutions for moving towards the proposed governance arrangements are provided in the form of model-diagrams and supported by a set of guidelines, which map the recommended actions against the principles of sustainable development. The European Union regional model is complemented by a draft Directive as potential implementation tool.
Esta pesquisa é uma abordagem inovadora para avaliar a aplicação dos princípios do desenvolvimento sustentável para o domínio sociotécnico da vigilância marítima, investigando potenciais modelos para a expansão do modelo existente de governação baseado na abordagem sectorial do estado-nação, para modelos regionais ou globais com base na partilha de dados e de cooperação responsável das partes interessadas. A investigação foi realizada utilizando uma variedade de metodologias qualitativas complementares centradas na pesquisa-ação. Os dados resultantes foram analisados e estruturados com o uso da "Estrutura para o Desenvolvimento Sustentável Estratégico". A metodologia foi aplicada pela primeira vez a nível regional (União Europeia) e, em seguida, expandiu-se para desenvolver um modelo para o arranjo de governança global da vigilância marítima. O resultado da pesquisa sugere que o modelo existente de vigilância marítima do Estado-nação não é capaz de lidar com os novos desafios marítimos de dimensões internacionais, tais como a pirataria em alto mar ou a imigração ilegal maciça, e uma mudança para modelos de cooperação regional e global é mais adequada para apoiar o desenvolvimento sustentável do transporte marítimo. Soluções potenciais para avançar para as disposições de governação propostos são fornecidos sob a forma de modelos-diagramas e apoiada por um conjunto de indicações que mapeiam as ações recomendadas contra os princípios do desenvolvimento sustentável. O modelo regional União Europeia é complementado por um projeto de diretiva como um potencial instrumento de implementação

De la mer espace du marché à la mer territoire du danger, les sociétés Ouest-africaines ont connue des évolutions considérables dans leurs appréhensions de leur milieu environnant. Ainsi, les évènements récents tels que la mondialisation ont permis une redéfinition des rapports non seulement entre les communautés côtières Ouest-africaines et la mer mais également entre les Etats côtiers et ces nouveaux espaces de souveraineté. Ceci a engendré une prise en compte maritime, dont témoignent des nombreux instruments de gouvernance dans la région ; depuis 1975. Il s’agit entre autres des institutions régionales accès sur la sécurité et la sûreté en mer ; mais également des cadres juridiques comme piliers de la gouvernance dans la région ; à l’exemple de la Convention d’Abidjan, du Code de Conduite de Yaoundé et de la Charte de Lomé. Cependant, ce système de gouvernance présente des nombreuses lacunes, limitant ainsi la coopération régionale par la mer et le développement d’une économie maritime. A cet effet, une étude approfondie des facteurs entravant le bon fonctionnement de ces instruments de gouvernance maritime dans le golfe de Guinée a permis de desceller une faiblesse prise en compte de la mer par les pays riverains dans les politiques nationales de développement. A cet effet, comme un outil d’aide à la gouvernance, nous proposons quelques pistes de solutions ; dont la nécessité d’intégrer une réelle géographie de la mer dans les programmes scolaires et la recherche scientifique et une réorganisation des structures décisionnelles dans ladite région
From the sea as a market space to the sea as a territory of danger, West African societies have undergone considerable changes in their understanding of their surrounding environment. Recent events such as globalisation have redefined the relationship not only between West African coastal communities and the sea, but also between coastal states and these new areas of sovereignty. This has given rise to a new awareness of the sea, as demonstrated by the many instruments of governance in the region since 1975. These include regional institutions with access to safety and security at sea, as well as legal frameworks as pillars of governance in the region, such as the Abidjan Convention, the Yaoundé Code of Conduct and the Lomé Charter. However, this system of governance has many shortcomings, limiting regional cooperation by sea and the development of a maritime economy. To this end, an in-depth study of the factors hindering the proper functioning of these instruments of maritime governance in the Gulf of Guinea has revealed a lack of consideration of the sea by the riparian countries in their national development policies. To this end, as an aid to governance, we propose a number of possible solutions, including the need to integrate a real geography of the sea into school curricula and scientific research, and to reorganise decision-making structures in the region

With the majority of the oceans lying outside the borders of national jurisdiction, it is not easy to preserve them healthy and secure as the ‘shared responsibility’ is not recognized unambiguously in the global world. The recent turn to the maritime sphere is visible in the UN 2030 Agenda on Sustainable Development that has been widely advocated by the EU. The latter’s commitment to sustainable ocean governance involves action beyond borders, which has a considerable impact on the global maritime sphere as well as on developing countries depending on the seas. On the one hand, the EU’s pursuit of sustainable ocean governance is informed by the norms and values that the organization possesses and tries to promote in its response to global challenges. On the other, the normative principles and the EU’s flowery rhetoric serve as a mean to rationalize Union’s pursuit of self-interest. This study analyses both dimensions of the organization’s engagement in the maritime sphere, considering oceans as a ‘placeful’ environment that has to be treated in the same way as the land is. By exploring the external dimension of EU’s action in the field, the thesis allows to see that EU’s pursuit of sustainable ocean governance has to be understood as a process in which the strategic aims are imbued with genuine moral concerns. Nevertheless, those can sometimes be undermined by the material policy outcomes visible in the West African coastal states such as Mauritania and Senegal.

Doutoramento em Estudos de Desenvolvimento
In September 2015, the United Nations (UN) officially adopted the 2030 Agenda for Sustainable Development together with 17 Sustainable Development Goals (SDGs) (UN, 2016). The main collective aims of the 17 SDGs are to end poverty, hunger and inequality, to take action on climate change and the environment, improve access to health and education, and build strong institutions and partnerships. More than three years have passed into this 15-year process, and while many countries have started implementing the SDGs, it is becoming increasingly clear that there are a number of issues concerning the implementation of the SDGs, including challenges within the United Nation’s Development System (UNDS). The attainment of any sustainable development programme including the three dimensions of sustainable development (social, economic, and environmental) is known to be inherently complex particularly across horizontal and vertical boundaries in policy making processes. Concerns have been expressed at the United Nations through various channels and levels. Member States would like to see more coordination, coherence, effectiveness and efficiency in the operational activities for development within and among all levels of the UNDS. The Secretary-General of the UN is fully committed to repositioning the UNDS to deliver on the 2030 Agenda by becoming more structured and less fragmented to support the achievement of the SDGs and the 2030 Agenda. Similarly, the International Maritime Organization1 (IMO) as part of the UNDS, must be effective through its stakeholders in contributing tangibly towards the implementation of the SDGs in the international maritime transport domain as shipping plays a central role in the world economy. The fulfillment of the SDGs requires a strong commitment by all UN Member States, not least by the Contracting Governments at the IMO. In 2017, the IMO Secretariat stated that IMO is almost two years behind other United Nations system bodies in the implementation of the 2030 Agenda and the SDGs. Since then, progress has been very slow and most of the work was done by the IMO Secretariat with scarce input from IMO stakeholders. This empirical research aims to identify the issues and challenges which the stakeholders at IMO are facing when implementing the United Nation’s 2030 Agenda for sustainable development in the international maritime transport domain. This study aims to identify the phenomenon that has contributed to this rather laid-back situation at IMO by shining a light on the issues that have impacted the implementation of the 2030 Agenda from the perspective of IMO and its stakeholders and further identify how these can be addressed. This study introduces grounded theory as the research methodology that was used, explains the research and analytical process undertaken, and presents the key findings based on empirical data gathered from 47 interviews. The main results are presented as a set of six propositions supported by an institutional conceptual framework, all of which have been validated as part of the research process. The first proposition presents the emergent core substantive grounded theory. It explains the phenomenon overwhelming Member States at IMO which has bred inactivity among Member States regarding the achievement of the SDGs at IMO. The other five propositions, which also form part of the substantive grounded theory, suggest how the issues, which can be attributed to the phenomenon explained by the first proposition, could potentially be best addressed. To effectively implement the SDGs, the study identified what needs to be done within IMO and by its stakeholders and concludes that there must be an IMO-led strategy on sustainable development within the context of the 2030 Agenda supported by an appropriate governance structure that sees the introduction of strategic actors for coordinating the implementation of the SDGs at national level. With the support of a Task Force on sustainability, and by also making use of the IMO Member State Audit Scheme2 to create more awareness and ownership, the strategic actors could work towards balancing the three dimensions of sustainable development – the economic, the environmental, and the social dimensions, which were found to be imbalanced in the international shipping domain. The IMO Member State Audit Scheme (IMSAS) aims to provide an audited Member State with a possibility of an assessment of how effectively it implements and administers the mandatory IMO instruments falling under the Scheme (IMO, 2017b). This study also concludes by presenting an Institutional Conceptual Framework developed on the basis of the findings of the empirical research and the resulting six propositions. The Institutional Conceptual Framework, as a platform, brings together the most critical elements that were found to be important and need to be implemented so that issues that this study has raised can be addressed, and the implementation of the 2030 Agenda and the SDGs within the international maritime transport domain can be accelerated and mainstreamed. Since studies of this nature within the context of IMO are very scarce, this research has provided a valuable contribution to the current academic literature and knowledge on sustainable development. The outcome of this doctoral thesis aims to create a better understanding of the potential issues and challenges in relation to the implementation of the 2030 Agenda for sustainable development and the SDGs in the maritime transport domain. These insights are valuable for the stakeholders at IMO in preparing the necessary groundwork for a sustainability course within IMO and at national level, to effectively implement the SDGs. If well engaged, IMO stakeholders can be the frontrunners in contributing towards achieving sustainable development on a global level by mainstreaming the SDGs through the work of IMO and by successfully integrating the economic, social, cultural and environmental dimensions of sustainable development of vital importance in the struggle to eradicate poverty and promote prosperity on a global scale through the maritime transport domain.
Em setembro de 2015, a Organização das Nações Unidas (ONU) adotou a Agenda 2030 para o Desenvolvimento Sustentável, bem como os 17 Objetivos de Desenvolvimento Sustentável (ODS) (UN, 2016). A meta global destes 17 objetivos inclui erradicação da pobreza, fome e desigualdades, agir sobre as alterações climáticas e o ambiente, melhorar o acesso à educação e aos cuidados de saúde, construir parcerias e instituições mais robustas. Mais de três anos passaram, neste processo com duração total de quinze, e enquanto muitos países já iniciaram a implementação dos ODS, é cada vez mais claro que existem numerosas questões sobre esta implementação, incluindo desafios dentro do próprio Sistema de Desenvolvimento das Nações Unidas (SDNU). O cumprimento de qualquer programa de desenvolvimento sustentável, incluindo as três dimensões da sustentabilidade (social, económica e ambiental), é um processo inerentemente complexo, particularmente no concerne às fronteiras horizontais e verticais de definição de políticas. A ONU tem vindo a exprimir preocupações aos mais diversos níveis e através de inúmeros canais. Os seus Estados Membros querem mais coordenação, coerência e eficiência por parte do SDNU a nível das atividades operacionais para o desenvolvimento. O Secretário Geral das Nações Unidas está empenhado no reposicionamento do SDNU a nível da implementação dos objetivos da Agenda 2030, tornando-o mais estruturado e reduzindo a sua fragmentação, a fim de apoiar da melhor forma a efetiva realização dos ODS e da Agenda 2030. Paralelamente, a Organização Marítima Internacional3 (OMI), como parte integrante do SDNU, tem de ser eficaz através dos seus stakeholders, de modo a contribuir de forma tangível para implementação dos ODS no domínio do transporte marítimo internacional o qual tem um papel central na economia mundial. O cumprimento dos ODS exige um forte compromisso por parte de todos os estados membros da ONU, e nomeadamente pelos Governos Contratantes da OMI. Em 2017, o Secretariado da OMI reconheceu que a organização está quase dois anos atrás de outros órgãos do sistema das Nações Unidas na implementação da Agenda 2030 e dos ODS e, desde então, o progresso tem sido bastante lento e muito do trabalho realizado deve-se ao Secretariado da OMI, com uma contribuição reduzida por parte dos intervenientes principais na OMI. Esta investigação empírica tem como objetivo identificar as questões e desafios que os stakeholders na OMI enfrentam na implementação da Agenda 2030 das Nações Unidas para o desenvolvimento sustentável, no domínio do transporte marítimo internacional. Este estudo visa também analisar as causas que têm contribuído para a forma descontraída como a situação tem sido tem sido tratada na OMI, evidenciado as questões que estão a afetar a implementação da Agenda 2030 na perspetiva da organização e seus stakeholders, e identificando a forma como podem ser abordadas. Este estudo introduz a teoria fundamentada (Grounded Theory) como metodologia de investigação, explicando o processo de pesquisa e análise implementado, e apresentando as principais constatações extraídas dos dados empíricos recolhidos nas 47 entrevistas realizadas. Os principais resultados são apresentados como um conjunto de seis proposições apoiadas num referencial conceptual institucional, tendo sido validadas como parte do processo de investigação. A primeira proposição apresenta o núcleo emergente da teoria fundamentada substantiva. Explica o fenómeno que envolve os estados membros da IMO, responsável pela sua inatividade a nível dos ODS na OMI. As cinco proposições seguintes, que são parte integrante da teoria fundamentada substantiva, sugerem a forma como as questões encontradas, que resultam em grande medida do fenómeno explicado pela primeira proposição, podem potencialmente ser abordadas. Para uma implementação eficaz dos ODS, o estudo identificou as ações a empreender no âmbito da OMI pelos seus intervenientes principais, concluindo que deve existir uma estratégia liderada pela OMI sobre o desenvolvimento sustentável no contexto da Agenda 2030, apoiando-se numa estrutura de governança apropriada que inclua a introdução de atores estratégicos na coordenação da implementação dos ODS a nível nacional. Com o suporte de um grupo de trabalho sobre sustentabilidade, e fazendo uso do Esquema de Auditoria aos estados membros da OMI4 na criação de sensibilização e apropriação, os intervenientes estratégicos poderão trabalhar no sentido de equilibrar as três dimensões do desenvolvimento sustentável – económica, ambiental e social, que apresentavam desequilíbrios no domínio do transporte marítimo internacional. 4 O Esquema de Auditoria aos Estados Membros da OMI almeja prestar ao Estado Membro Auditado a possibilidade de requerer uma avaliação relativa à efetividade da implementação e administração dos instrumentos obrigatórios que estão no seu âmbito. Este estudo apresenta também como conclusão um referencial conceptual institucional baseado nas constatações mais relevantes da pesquisa empírica bem como nas seis proposições resultantes. A estrutura conceptual institucional, como plataforma, reúne os elementos considerados fundamentais para a abordagem das questões identificadas, de forma a acelerar e integrar a implementação da Agenda 2030 e dos ODS, no domínio do transporte marítimo internacional. Dada a escassez, ou mesmo inexistência de estudos desta natureza, esta pesquisa fornece uma contribuição significativa ao conhecimento e literatura académica na área do desenvolvimento sustentável no contexto da OMI. O resultado desta tese de doutoramento visa criar uma melhor compreensão das potenciais questões e desafios em relação à implementação da Agenda 2030 para o desenvolvimento sustentável e ODS no domínio do transporte marítimo. Esta visão é essencial aos intervenientes na IMO para o estabelecimento das bases necessárias de forma a rumarem na direção da sustentabilidade, tanto a nível da OMI como nacional, de forma a implementar eficazmente os ODS. Os atores principais da OMI, se corretamente envolvidos, podem ser líderes na contribuição para o desenvolvimento sustentável a nível global, incorporando os ODS através do seu trabalho na OMI e integrando com sucesso as dimensões económicas, sociais, culturais e ambientais do desenvolvimento sustentável – de grande relevância para a erradicação da pobreza e estimular a prosperidade a uma escala global através do transporte marítimo.
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L’évolution du secteur public au cours de ces dernières décennies, a poussé les décideurs politiques au niveau international à réfléchir à des méthodes différentes pour la gestion publique. Cette volonté politique des instances supranationales de répondre aux impératifs de gestion des affaires publiques en vue de garantir leur performance a mobilisé les décideurs des pays du Sud autour de la notion de « bonne gouvernance » considérée comme un levier de paix et de stabilité. La notion de bonne gouvernance est introduite dans le discours des politiques de développement à la fin des années 1980 sous l’égide de la Banque Mondiale qui établi un lien entre la qualité du système de gouvernance d’un pays et sa capacité à promouvoir un développement économique et social durable. Elle sera suivie par les autres institutions de Bretton Woods. De même l’adhésion de la communauté internationale vient accroître la légitimité et donne autorité à la bonne gouvernance dans les conditionnalités d’aide au développement. La bonne gouvernance est ainsi perçue comme un produit mieux élaboré et plus rentable que les programmes d’ajustement structurel autrefois en vigueur. Mais la mise en œuvre de la bonne gouvernance se trouve confrontée aux réalités locales. Dans les entreprises publiques, la bonne gouvernance se heurte au régime de gouvernance de la corruption, très ancrée dans les pratiques et assez adaptatif en fonction du contexte. La bonne gouvernance dans les entreprises publiques devrait donc être le fruit d’une démarche inclusive, qui commence par un changement de mentalité, le respect des règles du jeu, l’adoption des pratiques de gouvernance généralement admises en management public
The evolution experienced by the public sector in recent decades has pushed policy makers at the international level to think about different methods for public management. This political will of supranational institutions to meet the requirements of public management to ensure their performance raised makers from the countries of the South around the notion of "good governance" considered as a lever for peace and stability. The concept of good governance is introduced into the discourse of development policies in the late 1980s under the auspices of the World Bank established a link between the quality of the governance system of a country and its capacity to promote a sustainable economic and social development. It will be followed by Institutions coming from Bretton Woods agreements. The support of the international community also comes to increase the legitimacy and gives authority to the good governance in the conditionality of development aid. Good governance is thus perceived as a product better developed and more profitable than structural adjustment programs, once in force. But the implementation of good governance is confronted to local realities. Public companies, good governance are facing the governance regime of corruption, very rooted in practices and quite adaptive according to the context. Good governance in public companies must be the result of an inclusive approach, which begins with a change of mentality, respect for rules of the game, the adoption of the governance practices generally admitted in public management

Débutée par l’étude des règles communautaires engendrées par le naufrage de l’Erika, la présente recherche s’est affinée autour de la relation entre sécurité maritime et protection du milieu marin tout en s’enrichissant de l’observation des règles internationales. Dès lors, l’idée retenue fut d’étudier la collision entre deux éléments ni équivalents, ni complètement différents et de voir ce que ce « big-bang » juridique avait pu provoquer.La première partie envisagera le renouvellement de la fonction de sécurité maritime autour de la finalité de protection du milieu marin. En effet, vers le milieu du XXème siècle, l’apparition des préoccupations environnementales vient déséquilibrer la répartition classique des compétences entre l’Etat du pavillon et l’Etat côtier. La liberté, principe fondateur de l’ordre des mers, se transforme pour s’adapter aux réalités de la protection du milieu marin. Elle devient alors le principe d’utilisation durable de la mer, nouvelle clé de la répartition des souverainetés en mer. Une forme de gouvernance environnementale de la sécurité maritime paraît se constituer autour de l’Organisation maritime internationale et de l’Union européenneLa seconde partie permettra de mettre en lumière la redéfinition de l’espace normatif de sécurité maritime au prisme de l’objectif de prévention des pollutions. A l’origine, les règles de sécurité maritime avaient pour but de protéger l’entreprise maritime contre les dangers de la mer. Désormais, il s’agit de protéger la biosphère pour sauvegarder l’humanité et ses générations futures. C’est pourquoi la sécurité maritime classique, devenue insuffisante, évolue vers une notion plus moderne, « environnementale »
Begun with the study of the European Union rules engendered by the wreck of Erika, the present research was refined around the relation between marine safety and marine environment protection while growing rich of the observation of the international rules. From then on, the idea was to study the collision between two elements neither equivalents, nor completely different and to see what this legal "big-bang" had provoke.The first part will envisage the renewal of the function of marine safety around the purpose of marine environment protection. Indeed, by the middle of the XXth century, the appearance of the environmental concerns comes to destabilize the classic distribution of the skills between the flag State and the coastal State. The freedom, founding principle of the order of seas, has been transformed to adapt itself to the realities of the marine environment protection. It becomes then the principle of sustainable use of the sea, the new key of the distribution of sovereignties on the sea. A shape of environmental governance of the maritime safety appears to establish around the International Maritime Organization and the European Union.The second part will allow to bring to light the redefining of the normative space of maritime safety in the prism of the objective of prevention of the pollutions. Originally, the regulations of marine safety aimed at protecting the sailormen against the dangers of the sea. Henceforth, it is today a question of protecting the biosphere, the humanity and its future generations. That is why the classic marine safety, become insufficient, evolves towards a more modern, " environmental " notion

Traditionnellement, les armateurs, les États du pavillon et les sociétés de classification ont assuré le maintien des normes internationales de sécurité à bord des navires de commerce. Mais, depuis plusieurs années, la mondialisation impose à ces protagonistes une concurrence féroce obligeant plusieurs d’entre eux à réduire leur contrôle, notamment au plan de la sécurité, afin d’attirer ou de conserver une clientèle. Ce désengagement à l’égard du système de renforcement juridique des prescriptions internationales et la « course vers le fond » qu’il induit sur le plan de la sécurité sont des éléments laminant la condition de navigabilité des navires. Afin de réduire le nombre de bâtiments de mer sous normes en circulation dans leur région, des membres d’autorités maritimes d’États portuaires ont conclu et mis en oeuvre des mémorandums d’entente sur le contrôle par l’État portuaire, communément appelés MoU, qui établissent des règles de coordination de l’inspection des navires en escale. En réalité, ces ententes administratives, qui réunissent désormais les pays de neuf régions maritimes mondiales, incarnent des réseaux transgouvernementaux formés de relations transnationales complexes entre des fonctionnaires-cadres qui sont aussi des experts de la sécurité maritime. Ainsi, au-delà de leur origine et de leur culture respectives, ces derniers partagent, au plan professionnel, des valeurs et des intérêts communs. Ceci concourt à la cohésion interne de ces organisations alors qu’il s’agit d’instruments non contraignants relevant de la soft law. Même à l’extérieur du cadre imposé par le droit positif, ces règles qualifiées d’interstitielles peuvent néanmoins avoir une valeur normative quasi juridique, sinon juridique.Une telle valeur normative des mesures de coordination mises en œuvre par les MoU peut être établie en démontrant leur effectivité ainsi que leur efficacité. Dans le premier cas, il s’agit de vérifier si les règles s’imposent à ceux qu’elles visent. Dans le second cas, il faut s’assurer qu’elles permettent d’atteindre les objectifs fixés. Par ailleurs, il faut se demander si le constat d’une normativité juridique doit se limiter uniquement à ces deux aspects. En effet, les règles que les réseaux transgouvernementaux mettent de l’avant devraient aussi assurer un minimum de transparence au risque sinon de créer un droit obscur
Traditionally, shipowners, flag states and classification societies have ensured the implementation of international security standards aboard merchant vessels. Yet, in recent years, globalization has created an environment of ferocious competition that has forced these actors to reduce their controls, principally with regard to security, in order to attract new clients or to conserve an existing clientele. Such disengagement from the established system of legal enforcement of international norms, as well as the “race to the bottom” it induces with regard to security, are both elements of an ongoing erosion of the seaworthiness of vessels.In order to reduce the number of substandard vessels sailing in their regions, members of the maritime authorities of port states have executed and implemented Memorandum of Understanding on Port State Control (MoU), which establish rules coordinating the inspection of ships on layover. These administrative agreements, which now regroup countries from nine international maritime regions, have in fact become transgovernmental networks composed of complex transnational relationships between managing civil servants who are also experts in maritime security. Thus, beyond their respective nationalities and cultures, these civil servants share, on the professional scale, common interests and values. This contributes to the internal cohesion of these organisations, even though they are concerned with non-binding soft law instruments. Nevertheless, even outside the obligatory framework of positive law, these « interstitial » rules may have a quasi-normative, if not fully normative, effect. Such a normative value for the coordination measures put in place by the MoU may be established by demonstrating their effectiveness as well as their efficacy. First, by assessing whether the rules are applied to those toward whom they are directed; and second, by verifying that they work toward the objectives that have been set. Moreover, it is necessary to ask whether the assessment of the legal normativity of these rules must be limited to the previous two aspects. Indeed, the rules put forth by the intergovernmental networks should ensure a minimum of transparency, lest it become a body of dark law

La recherche développée s’inscrit dans un contexte marqué par une actualité, française, riche de débats en matière de gouvernance portuaire. Ces débats sont relatifs à la comparaison entre un supposé « modèle » français et un supposé « modèle hanséatique ». La réflexion s’est articulée autour de l’identification de territoires portuaires au sein de la rangée nord-ouest européenne et des interactions entre les acteurs coexistant au sein de ces places portuaires : les entreprises privées et les autorités portuaires. Les généralités dégagées des analyses de terrain ont permis de mettre en évidence deux résultats majeurs concernant les formes de gouvernance portuaire : la nature des interactions entre les parties prenantes et les modalités de gouvernance. L’étude comparée entre les ports a conduit à dire que les rapports sociaux qui s’instaurent au fil du temps sont spécifiques à chaque place portuaire et concourent à la construction d’une identité propre à chaque territoire. Une gouvernance équilibrée et viable est le fruit de compromis permanents. Cela donne lieu à la création d’espaces décisionnels collectifs formels ou informels. La thèse s’intéresse aux mécanismes institutionnels et relationnels. Ainsi, la gouvernance est un ensemble de mécanismes qui aboutissent au résultat de la bonne entente entre les parties prenantes permettant l’équilibre dans la prise de décision concernant les affaires publiques. Pour élargir le propos, l’exercice du pouvoir au sein des places portuaires est une question sous-jacente de l’étude de la gouvernance. La thèse a posé clairement la question suivante : qui gouverne effectivement les places portuaires de la rangée nord-ouest européenne ?
The research takes place in the French context which is full of discussions as port governance is concerned. Those debates concern the comparison between a supposed French “shape” and a supposed Hanseatic “shape”. The questioning deals with the identification of port territories in the Northern Range and the interactions between stakeholders coexisting into port places: private companies and port authorities. Main items that stand out from interviews with stakeholders, shown two main results to understand port governance: the nature of interactions between stakeholders and the terms of governance. Compared study between ports permit to say that social interactions established day by day are specifics to each port place and contribute to the construction of an own identity to each territory. A balanced governance is the result of constant compromises that leads to the creation of collective spaces formal and unformal to take decisions. The thesis is focused on institutional and relational mechanisms. Thus, governance is a set of mechanisms which lead to the result of goodwill between stakeholders and permit the balance into the decision taking concerning public affairs. In order to develop our purpose, the study of governance permits to question the exercise of power in port places. The thesis clearly ask the following question: who truly govern port places of the Northern Range?

À l'échelle mondiale, la pêche maritime est caractérisée par une surexploitation des ressources disponibles dans les différentes pêcheries ayant des impacts très importants sur l'écosystème marin et côtier. Cette surpêche est facilitée par le progrès technique et par une demande de consommation en constante augmentation, notamment dans les pays développés. Pour faire face à cette évolution, des politiques de gestion durable de ces ressources halieutiques sont progressivement mises en place, allant des approches conventionnelles (gestion des stocks exploités) à l'approche écosystémique des pêches qui prône la réconciliation de l'exploitation durable et de la conservation de l'écosystème. Notre thèse aborde les conditions de développement d'une telle gestion durable de la pêche dans le cas précis des provinces de l'Estuaire et de l'Ogooué Maritime au Gabon. Le diagnostic établi met en évidence une exploitation désordonnée des ressources halieutiques et une détérioration générale de l'état des écosystèmes côtiers, nécessitant des mesures d'ajustement de la pression de pêche. Cependant, beaucoup de lacunes restent à combler (politique d'exploitation durable, formation des acteurs, évaluation des ressources et de l'écosystème, etc.) pour une meilleure compréhension et un suivi plus rigoureux des mutations qui affectent la durabilité des pêcheries et la vulnérabilité globale des écosystèmes côtiers. Dans ces deux provinces du Gabon, nous montrons que l'application de l'approche écosystémique des pêches, prenant la forme d'une gouvernance concertée dans le secteur des pêches et de l'aquaculture, apparaît comme une nécessité pour donner à ce secteur une place de choix dans ce pays.

Le concept de travail décent a été présenté par le Directeur général du Bureau international du travail, en 1999, comme l’objectif prioritaire de l’Organisation internationale du travail permettant à chaque femme et chaque homme d’exercer une activité dans des conditions de liberté, d’équité, de sécurité et de dignité. Il regroupe quatre piliers interdépendants que sont l’emploi, la protection sociale, le dialogue social et la promotion des droits au travail. De manière inédite, l’OIT impose un cadre d’action pour tous les États membres. Evoluant en fonction des conditions socio-économiques de chaque État membre, le concept de travail décent est susceptible d’être défini localement tout en ayant un contour universel. La traduction du concept est facilitée par le biais des programmes par pays de travail décent (PPTD), relevant de la coopération technique du BIT, et des indicateurs mesurant le travail décent. Le concept apparaît alors comme un objectif de portée universelle et non comme une norme juridique. Si la coopération technique de l’OIT facilite la réalisation du travail décent, son action normative est également essentielle. L’action normative doit aussi s’orienter vers le concept de travail décent, comme le montrent la Convention du travail maritime adoptée par la Conférence internationale du travail en 2006 et la Convention n°189 concernant le travail décent des travailleurs domestiques adoptée en 2011. Toutefois, perçu comme un slogan politique pour redonner une visibilité à l’OIT, fragilisée par le contexte de la mondialisation, le concept de travail décent a été critiqué pour son caractère minimaliste et ignoré au sein de l’UE. La confrontation entre le concept de travail décent et le droit de l’Union révèle alors un paradoxe entre l’accroissement des conditions de vie et de travail indécentes au profit d’un renforcement du droit du marché du travail ainsi que du droit du marché intérieur et l’engagement de tous les États membres de l’UE d’être liés à la Déclaration de l’OIT de 1998. Pourtant, la situation économique et sociale actuelle au sein de l’Union européenne interroge sur la nécessité et la possibilité d’intégrer le concept de travail décent, qui révèle une approche particulière du travail, en droit de l’Union européenne. En effet, la réflexion sur un régime de travail réellement humain centrée sur les valeurs de justice sociale et de dignité humaine trouve tout son sens dans le contexte actuel de la gouvernance économique au sein de l’Union européenne et des mesures d’austérité envisageant le travail sous l’angle du marché et des échanges. La justice sociale dans le sens que lui a donné la Déclaration de Philadelphie de 1944 puis le concept de travail décent, c’est-à-dire celui de l’action, est aujourd’hui indispensable pour la protection des personnes et de l’environnement. La situation actuelle au sein de l’UE constitue donc un enjeu pour l’OIT dans sa capacité à imposer la traduction du concept de travail décent en droit social européen et pour l’UE elle-même. Le concept de travail décent propose des solutions pour l’action normative, il implique des exigences pour le législateur et le juge de l’UE. A l’instar de l’OIT, l’UE doit orienter son action normative vers le concept de travail décent pour renforcer la place des droits sociaux fondamentaux face aux libertés économiques. Cette nouvelle orientation nécessite alors pour l’UE de prendre appui sur les instruments de l’OIT, en particulier sur ses conventions et déclarations ainsi que sur la coopération technique prenant en compte ses spécificités
The concept of decent work has been presented by the Director-General of the International Labour Office, in 1999, as an International Labour Organisation’s priority objective enabling every woman and man to exercise an activity in conditions of freedom, equity, security and dignity. This concept brings together four independent pillars that are employment, social protection, social dialogue, respecting, promoting and realizing the fundamental principles and rights at work. In a new way, the ILO imposes a framework of action for all Member States. Depending on the socio-economic conditions in each Member State, the concept of decent work is likely to be defined locally while having a universal outline. The translation of the concept is facilitated through Decent Work Country Programs (DWCPs) under ILO technical cooperation, and indicators measuring decent work. The concept of decent work therefore appears as an objectif of universal scope and not as a legal norm. If ILO’s technical cooperation facilitates the achievement of decent work, its normative action is also essential. Normative action must also be directed towards the concept of decent work, as reflected in the Maritime Labour Convention adopted, in 2006, by the International Labour Conference and in the Convention n° 189 concerning decent work for domestic workers adopted in 2011. The concept of decent work, seen as a political slogan to give visibility to the ILO, weakened by the contexte of globalization, was criticized for its minimalist nature and ignored within the European Union. The confrontation between the concept of decent work and the law of the European Union reveals a paradox between the increase in indecent living and working conditions in favor of a strengthening of labor market law and market law and the commitment of all EU member states to be linked to the ILO Declaration of 1998. Yet, the current economic and social situation in the European Union raises the question of the need and possibility of integrating the concept of decent work, which reveals a particular approach to work, in European Union law. Reflection on humane conditions of labour centered on the values of social justice and human dignity makes sense in the current context of economic governance in the European Union and the austerity measures considering the work from the perspective of the market and trade. Social justice in the sense given to it by the Declaration of Philadelphia of 1944 and then the concept of decent work, that is to say the principle of action, is today indispensable for the protection of people and the environment. The current situation in the EU is therefore an issue for the ILO in its own ability to impose the translation of the concept of decent work into European social law and for the EU itself. The concept of decent work proposes solutions for normative action and thus it implies requirements for the legislator and the judge of the EU. Like the ILO, the EU must direct its normative action towards the concept of decent work to strengthen the place of fundamental social rights in the face of economic freedoms. This new approach requires the EU to build on ILO’ instruments, in particular on its conventions and declarations and on technical cooperation taking into account its specificities

Cette thèse propose de penser les liens entre gouvernance, innovation sociale et territoire dans des marges transfrontalières des Alpes dans une perspective de dépassement disciplinaire. Inscrite principalement en géographie et secondairement en droit, cette recherche explore des thématiques communes que sont la frontière et le territoire. Elle tente de trouver un terrain d’entente sur la gouvernance avant aborder un sujet relativement neuf celui de l’innovation sociale.La gouvernance des coopérations transfrontalières Alpi Marittime-Mercantour et Espace Mont-Blanc a ainsi été décortiquée et analysée de façon comparative. D’ordinaire peu étudiées par la littérature sur la gouvernance, ces coopérations présentent pourtant un intérêt du fait de leurs thématiques et enjeux spécifiques par rapport aux coopérations urbaines. En effet, le développement durable selon les trois piliers classiques est au coeur de leur projet respectif et doit trouver un équilibre acceptable entre protection et développement économique. La frontière défonctionnalisée sur le même modèle que les autres frontières internes à l’Europe permet une coopération. Cependant le relief fait obstacle au franchissement et affecte les modalités de la coopération. Cet aspect doit être intégré à l’analyse de la gouvernance, qui repose sur trois formes : une gouvernance institutionnelle (formelle et informelle), une gouvernance de projet (plutôt formelle) et une gouvernance de programme transfrontalier relativement complexe. Ce système de gouvernance est bien entendu multi-niveaux avec des relations verticales (bottom-up et top-down) mais aussi horizontales. La thèse fait le point sur la définition de l’innovation et en particulier de l’innovation sociale dans une perspective critique. L’ambition n’est pas de déceler des innovations, mais plutôt d’expliquer comment le système de gouvernance décrit précédemment met en place des politiques publiques ayant entre autres objectifs l’innovation et de montrer les failles avec les « presque innovations » et les « innovations ratées ». Enfin les processus d’institutionnalisation et de territorialisation de la coopération transfrontalière sont décrits en regard l’un de l’autre. Tous deux sont des processus continus inscrits dans le temps long, qui dépendent du ou des projets des acteurs de la coopération, de leurs ambitions, mais aussi des cadres politiques et juridiques nationaux et européen
This thesis examines the links between governance, social innovation and territories with a disciplinaryoverrun context, in Alpine cross-border margins. Mainly related to geography and secondarily to lawdisciplines, this research explores common thematic such us border and space. It tries to find commonground on the governance before working on relatively new topic: social innovation.The Alpi Marittime-Mercantour and Espace Mont-Blanc cross-border governance has been analyzedwith a comparative approach. These cases are poorly investigated by the literature on governance,although they have interesting special topic and issues like sustainable development. They have to findan acceptable balance between protection measures and socio-economic development. Thefunctionalization of border allows for cross-border cooperation but the topography and the pooraccessibility constraint and affect the agreement the of the governance. The analysis of governance isbased on three different forms: institutional governance (formal and informal), project governance(mainly formal) and Interreg program governance relatively complex. This system is obviously multilevelwith vertical (top-down and bottom-up) and horizontal relations.The thesis reviews the definition of innovation especially social innovation with a critical perspective.The ambition isn’t to say “this is an innovation” but to understand and explain how the system ofgovernance implements public policies and finally produces innovations. The goal is also to show andanalyze “almost innovations” and “failed innovation”.Finally, this research considers institutionalization and territorialization processes next to each other.Both of them are continuous on long term and they are dependent on project’s players, their ambitions,but also on national and European, political and legal framework

L’actuelle reconfiguration de l’activité maritime et portuaire s’accompagne de mutations majeures qui appellent à un renouvellement de la gouvernance des villes portuaires. Trois des principales villes portuaires de la Rangée Nord-Ouest Européenne – à savoir Anvers, Le Havre et Rotterdam – expérimentent la diffusion du paradigme stratégique et la diversité de projets induits.Pour répondre aux enjeux théoriques et opérationnels issus d’un tel contexte, cette thèse est structurée autour de quatre volets – dont l’analyse de l’impact des instruments de planification stratégique sur les processus d’aménagement dans les villes portuaires. L’élaboration d’une méthodologie pertinente pour appréhender la complexité des enjeux d’aménagement des villes portuaires et le nouveau contexte de production des politiques d’aménagement constitue le deuxième volet. L’étude du lien entre planification stratégique et cohérence territoriale en est le troisième. Par ailleurs, il s’agit d’étudier la possibilité de modéliser les différents types de planification stratégique. Cette recherche est conduite selon une méthodologie pluridisciplinaire et une analyse systémique.Outre la méthode d’analyse des démarches stratégiques et de la complexité des villes portuaires, les travaux menés permettent, d’une part, de mieux appréhender la redéfinition actuelle des processus d’aménagement et, d’autre part, d’évaluer l’intégration de la cohérence territoriale dans les politiques d’aménagement des villes portuaires.Enfin, la formalisation théorique des projets stratégiques débouche sur une typologie originale des 3 modèles de planification stratégique mis en évidence à Anvers, au Havre et à Rotterdam
Port and maritime activity are currently undergoing an important reorganisation. This phenomenon goes hand in hand with prominent evolutions triggering a renewal of port cities governance. Among the Northern Range, three major cities – namely Antwerp, Le Havre and Rotterdam – have been experiencing the spreading of the strategic paradigm followed by a diversity of strategic projects. In order to answer the theoretical and operational issues induced by this renewed context, the research is structured around four axes among which the analysis of strategic planning instruments and its impact on spatial planning processes in port cities. Conceiving a methodology that allows explaining the complexity of port cities constitutes an important challenge. As such, it is the second axis explored. The link between strategic planning and territorial coherence forms the third axis. Finally, the opportunity of modelling strategic planning of port cities is the fourth axis. The research follows a cross-disciplinary approach coupled with a systemic analysis. On top of providing a specific methodology to analyse strategic planning and port cities complexity, the doctoral study contributes to a better understanding of spatial planning processes and their current redefinition. It also produces an evaluation of the way territorial coherence is integrated to spatial planning policies in port cities. Last but not least, the research presents a theoretical formalisation of strategic processes leading to an original typology of the three strategic planning models identified in Antwerp, Le Havre and Rotterdam

Dans un contexte de mondialisation du marché du transport maritime de marchandises de plus en plus concurrentiel, les ports maritimes de commerce sont devenus de plus en plus des espaces économiquement sensibles. Alors que les États ont toujours porté un intérêt majeur à leurs ports, cet intérêt s'est accru aussi bien pour les États que pour les opérateurs économiques portuaires tels que le manutentionnaire, le chargeur, le transporteur ou encore l'armateur en raison précisément du développement des échanges internationaux favorisant les transports par voie maritime, très adaptés à l'évolution.La collaboration entre l'État et ces acteurs essentiels de l'espace portuaire, généralement des personnes morales de droit privé, soulève alors des questionnements autour du cadre juridique de partenariat le mieux adapté aux enjeux économiques, financiers et de développement des activités portuaires des uns et des autres. Dans un souci d'efficacité des modes de gestion et d'exploitation des Grands Ports Maritimes et du Port Autonome de Lomé, les États français et togolais ont opéré des réformes successives et adopté des politiques portuaires afin de faire de ces ports des plaques tournantes des échanges mondiaux de marchandises. En France, la plus grande réforme portuaire en date est celle de la loi n° 2008-660 du 4 juillet 2008 portant réforme portuaire. Au Togo, nous pouvons citer le décret n° 91-027 du 2 octobre 1991 portant transformation du Port Autonome de Lomé en Société d'État ou encore la loi n° 2021-034 du 31 décembre 2021 relative aux contrats de partenariat public-privé.Par ces réformes et politiques portuaires, la France et le Togo ont visé la performance, l'attractivité et par ricochet la compétitivité de leurs ports maritimes de commerce à l'échelle régionale et internationale. Or, les résultats atteints ont toujours été insuffisants et n'ont jamais été à la hauteur des espoirs. En effet, l'analyse montre que le niveau de compétitivité des Grands Ports Maritimes et du Port Autonome de Lomé reste très en dessous des attentes. Les travaux de la Cour des comptes française en l'occurrence celui de 2017 intitulé « Le bilan de la réforme des grands ports maritimes : une mise en œuvre inégale, des effets modestes, une attractivité insuffisante » est illustratif. Il en est de même du rapport historique de la Cour des comptes du Togo de février 2015 intitulé « Rapport d'observations définitives du contrôle de la gestion du port autonome de Lomé (PAL), exercices 2008, 2009, 2010 ».Cette situation interroge alors sur l'efficience de l'arsenal juridico-politique et stratégique relatif à la gestion et à l'exploitation de ces ports. Cette thèse se propose donc de poser le diagnostic juridique des causes profondes de l'absence de compétitivité des Grands Ports Maritimes et du Port Autonome de Lomé, marquée par l'interventionnisme très actif de l'État dans les affaires portuaires.Mots clés : Ports maritimes ; entreprises publiques ; gouvernance ; domaine public ; commande publique ; partenariat public-privé ; environnement
With the globalisation of the increasingly competitive maritime freight transport market, commercial seaports have become more and more increasingly economically sensitive areas. While governments have always taken a major interest in their ports, this interest has grown both for governments and for port economic operators such as stevedores, shippers, carriers and shipowners, precisely because of the development of international trade, which favours transport by sea, which is highly adapted to change.The collaboration between the State and these essential actors in the port area, who are generally legal entities under private law, raises questions about the legal framework of the partnership that is best suited to the economic, financial and port activities development stakes of each party. With a view to improving the efficiency of the management and operation of the Major Seaports and the Autonomous Port of Lomé, the french and togolese States have carried out successive reforms and adopted port policies in order to turn these ports into hubs of the global trade of goods. In France, the most important port reform to date is law no. 2008-660 of 4 july 2008 on port reform. In Togo, we can cite decree no. 91-027 of 2nd october 1991 transforming the Autonomous Port of Lomé into a State-owned company, or law no. 2021-034 of 31st december 2021 on public-private partnership contracts.Through these port reforms and policies, France and Togo have aimed to improve the performance, attractiveness and, by extension, the competitiveness of their commercial seaports on a regional and international scale. However, the results achieved have always been insufficient and have never lived up to expectations. Indeed, analysis shows that the level of competitiveness of the Major Seaports and the Autonomous Port of Lomé remains well below expectations. The reports of the french Court of audit, in this case that of 2017 entitled ‘ʻAssessment of the reform of the major seaports : uneven implementation, modest effects, insufficient attractivenessʼʼ is illustrative. The same is true of the historical report of Togo's Court of audit in february 2015 entitled ʻʻFinal observations report on the management control of the Autonomous Port of Lomé (PAL) : financial year 2008, 2009, 2010''.This situation raises questions about the efficiency of the legal, political and strategic arsenal relating to the management and operation of these ports. This thesis therefore sets out to make a legal diagnosis of the underlying causes of the lack of competitiveness of the Major Seaports and the Autonomous Port of Lomé, marked by the very active interventionism of the State in port affairs.Keyword : Seaports ; public companies ; governance ; public domain ; public contracting ; public-private partnership ; environment

Autrefois abris pour les navires en perdition, les ports sont devenus de véritables places portuaires comprenant des zones industrialo-portuaires. Portes ouvertes sur le monde, les ports sont au centre des échanges commerciaux des Etats et constituent un atout non négligeable dans le commerce extérieur de ceux-ci. Les différentes lois et réformes portuaires ont amené le législateur français et les acteurs portuaires à recentrer les missions de chacun au sein de la place portuaire afin que nos ports réussissent le défi de la concurrence imposée par nos voisins du Bénélux notamment, et répondent également aux contraintes environnementales que l'Europe imposent aux ports. En france, les ports ont toujours étaient considérés comme des services publics avec une dualité qui se traduisait par un service administratif pour les missions régaliennes et un service industriel et commercial pour les missions plus commerciales telles que l'outillage. La vision française du service public portuaire apparaît dès lors dépassée et la France doit s'adapter à une harmonisation de la gestion de ses ports aux normes européennes. La réforme de 2008 a transféré l'outillage à des entreprises privées, permettant aux ports de se réorganiser autour de l'aménagement et la gestion. Il convient de considérer le port comme au centre de la chaîne des transports commerciaux et une gestion intégrée de ces derniers apparaît nécessaire, impliquant un développement de nos ports côté terre, avec des dessertes terrestres, fluviales et ferroviaires qui seront une réponse à la concurrence. La multimodalité des ports est un axe de travail que la France doit mettre en place et est en cours de construction, avec une prise en compte de l'environnement au coeur de chaque projet. La France dispose d'une grande façade littorale jusqu'ici peu ou mal exploitée. La politique portuaire commence à devenir une des priorités des dirigeants nationaux et permettra à la France de (re)trouver sa vocation maritime jusqu'ici trop longtemps ignorée
In the past shelters for ships in iniquity, harbours true port places consisting of industrialo-port zones became. Doors were opened on the world, harbours are in the middle of the trades of States and constitute a not negligible trump in the foreign trade of these. Different laws and port reforms led the French legislator and the port actors to refocus the missions of each within the port place so that our harbours achieve the challenge of the competition imposed by our neighbours of the Benelux notably, and also answer the environmental pressures which Europe imposes on harbours. In France, harbours always have were considered to be utility with a duality which was translated by an administrative service for regalian missions and an industrial and commercial service for the more commercial missions. The French vision of the port public service appears since then outdated and France owes adapt to a harmonization of the management of its harbours in European norms. The reform of 2008 transferred tools to private firms, allowing the harbours to reorganize itself around development and management. It is necessary to consider the harbour as in the center of the chain of the commercial transport and an integrated management of these last appears necessary, implicating a development of our harbours side earths up, with of the Earth, fluvial and rail services which will be an answer to competition. The multimodality of harours is a working which France must set up and is under way of building, with a catch in count of environmentin the middle of every plan. France disposes big facede coastal region here not much or badly exploited. Port policy begins becoming one of the preferences of the national leaders and will allow in France of (re)to find itsmaritime vocation which for the time being too much for a long time ignored

La coordination des institutions, par le biais de la création d'un périmètre de transport unique, est-elle la solution la mieux à même de faciliter le report modal au bénéfice des modes collectifs dans l'agglomération multipolaire azuréenne ? L'inadaptation des réseaux aux mobilités actuelles engendre des problèmes aigus de gestion du transport public. Cette inadaptation repose sur l'inadéquation des structures institutionnelles qui ne sont pas à la bonne échelle. Les pôles multiples doivent être reliés à des réseaux urbains interdépendants et cette nécessité s'accompagne de l'invention de nouvelles formes de gouvernement. Le travail comporte un premier chapitre présentant le cadre théorique de la relation entre agglomération multipolaire, institutions et organisation du transport dans un contexte spatial dense. En effet, les AOTU étaient, au départ, distinctes, ce choix étant justifié par l'état de l'urbanisation lors de leur création, mais elles gèrent des territoires désormais jointifs. Or, on ne peut imposer un périmètre conforme à un bassin de vie, d'où des inadaptations flagrantes.Un deuxième chapitre étudie les actions des autorités organisatrices du transport public dans l'espace multipolaire azuréen : la complexité de l'organisation institutionnelle est-elle la proie d'un effet de frontière entre AO ? Le Département est en retrait face à la croissance des AOTU et notamment de Métropole Nice Côte d'Azur ; cela forme un espace politique inadapté au contexte géographique. Une nouvelle structure fédérative, le SYMITAM, est créée mais ne remplit pas son rôle de coordination ; devant seconder le Département, elle est mise de fait au service de l'AOTU la plus conquérante.Enfin, grâce à l'analyse des mobilités et notamment par la mesure des actifs stables et sortants de chaque commune, et par les axes de TCSP, de TER et les pôles d'échanges qu'il serait nécessaire d'implanter pour mieux organiser les interrelations entre le littoral et le sous-ensemble intérieur, un troisième chapitre propose une résorption de l'effet de frontière par l'élaboration de nouveaux périmètres institutionnels. Nous montrons les AO les plus à même d'organiser la gestion de ce nouveau format territorial afin de contrecarrer la parcellisation institutionnelle.

Autrefois abris pour les navires en perdition, les ports sont devenus de véritables places portuaires comprenant des zones industrialo-portuaires. Portes ouvertes sur le monde, les ports sont au centre des échanges commerciaux des Etats et constituent un atout non négligeable dans le commerce extérieur de ceux-ci. Les différentes lois et réformes portuaires ont amené le législateur français et les acteurs portuaires à recentrer les missions de chacun au sein de la place portuaire afin que nos ports réussissent le défi de la concurrence imposée par nos voisins du Bénélux notamment, et répondent également aux contraintes environnementales que l'Europe imposent aux ports. En france, les ports ont toujours étaient considérés comme des services publics avec une dualité qui se traduisait par un service administratif pour les missions régaliennes et un service industriel et commercial pour les missions plus commerciales telles que l'outillage. La vision française du service public portuaire apparaît dès lors dépassée et la France doit s'adapter à une harmonisation de la gestion de ses ports aux normes européennes. La réforme de 2008 a transféré l'outillage à des entreprises privées, permettant aux ports de se réorganiser autour de l'aménagement et la gestion. Il convient de considérer le port comme au centre de la chaîne des transports commerciaux et une gestion intégrée de ces derniers apparaît nécessaire, impliquant un développement de nos ports côté terre, avec des dessertes terrestres, fluviales et ferroviaires qui seront une réponse à la concurrence. La multimodalité des ports est un axe de travail que la France doit mettre en place et est en cours de construction, avec une prise en compte de l'environnement au coeur de chaque projet. La France dispose d'une grande façade littorale jusqu'ici peu ou mal exploitée. La politique portuaire commence à devenir une des priorités des dirigeants nationaux et permettra à la France de (re)trouver sa vocation maritime jusqu'ici trop longtemps ignorée.

Le développement portuaire est mis en perspective à partir des ports de Calcutta, la troisième métropole de l’Inde par sa population. L’objet d’analyse est le phénomène de régionalisation portuaire en Inde, défini par une gouvernance portuaire qui lui est propre. La recherche articule géographie portuaire, géographie régionale et géographie économique dans une démarche qui permet d’appréhender la gouvernance portuaire en Inde, ainsi que la relation métropole-port. Elle interroge ainsi deux notions en géographie portuaire : la régionalisation et la gouvernance portuaires en Inde. La thèse montre que la régionalisation portuaire s’insère dans les évolutions de la gouvernance portuaire qui caractérise Calcutta. Elle souligne la pertinence de la notion de gouvernance portuaire comme catégorie analytique du phénomène de régionalisation portuaire, comme processus et comme enjeu politico-socio-économique. Par ailleurs, le rôle joué par la gouvernance portuaire dans le rapport métropole-port est mis en évidence par l’étude des choix économiques ouvertement néolibéraux en opposition aux couleurs politiques du gouvernement du Bengale occidental, communiste depuis 1977. Dans ce contexte spécifique au Bengale occidental, la régionalisation portuaire évolue à travers une succession d’étapes marquées par l’initiation de réformes faisant progressivement appel à la participation des capitaux privés. En Inde, les décisions prises en matière de réformes portuaires, souvent au détriment des populations les plus vulnérables (paysans), ne sont pas sans poser de problèmes sociaux, qui ont déjà évolué vers de graves conflits entre ces populations et les acteurs impliqués dans la question portuaire. A Calcutta, les enjeux du développement portuaire régional posent la question de la place de ses ports comme outil de développement pour cette région de l’Inde, pays d’Asie du Sud devenu puissance émergente sur la scène internationale
Port development is put into perspective from the ports of Calcutta, the third metropolis by population in India. The object of analysis is the port regionalization phenomenon in India, defined by a port governance of its own. The research focuses port geography, economic geography and regional geography in a process that allows us to understand the port governance in India, as well as the city-port relationship. It thus interrogates two concepts in harbor geography regionalization and port governance in India. The thesis shows that the port regionalization fits into the evolution of port governance that characterizes Calcutta. It stresses the relevance of the concept of port governance as an analytical category of port regionalization phenomenon as a process and as political, social and economic issue. Moreover, the role of governance in the port city harbor report is highlighted by the study of economic choices openly in opposition to neoliberal policies colors of the Government of West Bengal Communist since 1977. In this specific context in West Bengal port regionalization evolves through a succession of stages marked by the initiation of reforms gradually involving the participation of private capital. In India, decisions on port reforms, often at the expense of the most vulnerable populations (farmers) are not without social problems, which have evolved into serious conflicts between indigenous people and other actors involved in the port question. In Calcutta, the challenges of regional port development raises the question of the place of its ports as a development tool for this region of India, South Asia become an emerging power on the international stage

The sea is a vital resource for human survival and an engine for the national economy. Angola's interest in extending its continental shelf beyond 200 nautical miles and delimiting the maritime border in the northern part of the country, encourages the creation of an instrument for the planning and management of activities and uses in the national maritime space, in order to affirm an intimate relationship with the sea. We propose the creation of this legal law to eliminate the lack of planning and management of the use and use of human activities that occur in Angolan maritime areas, both in space and in temporal terms, with a view to minimizing conflicts of overlap between ministerial departments with attribution in ocean matters, in order to achieve sustainable governance of marine resources and services. It is intended to accommodate a new vision of our sea, through the governance of its areas involving all public and private sectors with matters related to the sea, based on an articulated ecosystematic approach. The present research work aims to plan, order and manage the different uses, uses and appropriately distribute activities in the maritime area through the planning process with a view to implementing the sectarian policies in these areas. In a context of economic and financial disruption, the value of our ocean waters constitutes a strategic positioning (economic, environmental, scientific research and military) to promote sustainable development, to generate wealth and to affirm the exercise of sovereignty power and jurisdiction of the Angolan State in the maritime space. Angola has one of the world's great marine ecosystems and at sea is immense wealth properly measured, but not exploited or used rationally to achieve sustainable development.
O mar é um recurso vital para a sobrevivência humana e motor para a economia nacional. O interesse de Angola em estender a sua plataforma continental além das 200 milhas náuticas e delimitar a fronteira marítima na zona norte do país impulsiona que se crie um instrumento de ordenamento e gestão das actividades e usos no espaço marítimo nacional, de modo a afirmar uma relação íntima com o mar. Propomos a criação deste diploma legal para suprimir a carência de ordenamento e gestão de uso e utilização das actividades humanas que ocorrem nas zonas marítimas angolanas, quer em termos espaciais, quer em termos temporais, com vista a minimizar os conflitos de sobreposição entre os departamentos ministeriais com atribuição em matérias oceânicas, de forma a alcançar uma governança sustentável dos recursos e serviços marinhos. Pretende-se acomodar uma nova visão ao nosso mar, através da governação das suas zonas, envolvendo todos os sectores públicos e privados com assuntos ligados ao mar, como base para uma abordagem ecossistemática articulada. O presente trabalho de investigação tem por objectivo planificar, ordenar e gerir as diferentes utilizações e usos e repartir, adequadamente, as actividades no espaço marítimo, através do processo de ordenamento, com vista à execução das políticas sectoriais nestes domínios. Num quadro de perturbação económica e financeira, o valor das nossas águas oceânicas constitui um posicionamento estratégico (económico, ambiental, científico de investigação e militar) para promover o desenvolvimento sustentável, para gerar riqueza e afirmação de exercício de poder soberano e de jurisdição do Estado angolano no espaço marítimo. Angola tem um dos grandes ecossistemas marinhos do mundo e, no seu mar, encontra-se imensa riqueza devidamente aferida, mas não explorada ou aproveitada racionalmente para a consecução do desenvolvimento sustentável.

A new approach to oceans and coastal governance – influenced by ecosystem-based management and resilience thinking, by spatial approaches to management and by decentralized or participatory governance – a policy of integrated management was defined in the years following the Oceans Act (1986). The motivation for this study arose from the resistance of project partners in the Coastal CURA (a five-year, SSHRC-funded, multi-partner research project designed to support coastal community engagement in resource governance) to the thinking and practice of government-supported “integrated management”. In response, I developed a conceptual framework for examining integrated management from a critical, community-based perspective, drawing on political ecology, geography and policy studies. I apply this framework to a study of policy discourses in the Canadian Maritime Provinces to examine: i) their role in framing what options, participants, and knowledges are included in fisheries and coastal policy, regulation and institutions; ii) how power relationships are enacted and how access to resources are altered through integrated management approaches to coastal resource governance; iii) community resistance through alternative discourses and models. Within this study, I use governmentality and critical policy analysis as tools for analyzing the retreat of the state on the one hand (through decentralized and participatory governance), and the application of new technologies of governance on the other, and for examining the effects these movements have on coastal citizens. By naturalising the state as the appropriate scale and competent party for managing coastal problems, coastal communities are framed out of governing the commons. However, this study demonstrates how counter-discourses can re-imagine communities, and their practices and knowledges, in a discursive policy struggle. This thesis situates these puzzles in three case studies, one of regional policy discourses and two community case studies in Nova Scotia’s Annapolis Basin and Passamaquoddy Bay, New Brunswick.

Tese de Doutoramento em Geografia (Planeamento e Ordenamento do Território).
O tema do presente estudo consiste na definição de um quadro estratégico para a Região Autónoma dos Açores numa perspectiva de governança oceânica. A linha condutora da pesquisa salienta a importância do oceano para o desenvolvimento do território e reforça o papel do oceano nas estratégias de desenvolvimento sustentável. O caso de estudo do Arquipélago dos Açores foca as diferentes dimensões que o oceano assume, enquanto território, espaço e recurso. A evolução da visão do oceano é suportada pela aplicação de diferentes conceitos e ferramentas, tais como, princípios de Desenvolvimento Sustentável, Gestão Baseada nos Ecossistemas, Gestão Integrada de Zonas Costeiras e Áreas Marinhas Protegidas, que serviram de base para atingir o objectivo de estudo – a governança do “Mar dos Açores”. Através do enquadramento, identificação e análise das políticas, componentes e dinâmicas relacionadas com o mar, a presente investigação aborda a gestão marinha rumo a uma governança oceânica efectiva para o arquipélago dos Açores. As discussões sobre as políticas do oceano, a sua implementação vertical, e a sua articulação horizontal, com outras políticas e casos de estudo internacionais, permitiram uma melhor compreensão dos presentes desafios e necessidades que se colocam nos Açores. As opções para um modelo de governança do “Mar” nos Açores procuraram demonstrar a necessidade de uma classificação das prioridades de desenvolvimento, inscritas em orientações estratégicas, e num conjunto de recomendações para as bases de uma possível futura Estratégia Regional para o Mar dos Açores.
ABSTRACT: The theme of the study is the Regional Autonomous of Azores framework in the Ocean Governance Perspective. The research underlines the importance of the Ocean for the development of the territories and enhances the role of the ocean into sustainable development strategies. The case study of the Azores archipelago focus on different dimensions that ocean assume as: territory, space and resource. The Ocean vision evolution supported by the application of concepts and tools such as sustainable development principles; Ecosystem Based Management; Integrate Coastal Zone Management and Marine Protected Areas have been study to reach the study purpose - Governance of “Azores Sea”. Through the framework, identification and analysis of the policies, components and dynamics related to the sea the present research broads the concept of marine management to operational ocean governance for The Azores Archipelago. The discussions of the ocean policies, their vertical implementation, and their articulation to other horizontal policies at different international case studies allow a better understanding of the Azores present challenges and needs. The option for Azores Sea Governance Model aims to establish a rank of development priorities inserted at strategic guidelines and a set of recommendations for the bases of a possible Azores Marine Strategy.
Governo dos Açores; SRCTE; UE-Fundo Social Europeu; PROEMPREGO

Traditionnellement, les armateurs, les États du pavillon et les sociétés de classification ont assuré le maintien des normes internationales de sécurité à bord des navires de commerce. Mais, depuis plusieurs années, la mondialisation impose à ces protagonistes une concurrence féroce obligeant plusieurs d’entre eux à réduire leur contrôle, notamment au plan de la sécurité, afin d’attirer ou de conserver une clientèle. Ce désengagement à l’égard du système de renforcement juridique des prescriptions internationales et la « course vers le fond » qu’il induit sur le plan de la sécurité sont des éléments laminant la condition de navigabilité des navires. Afin de réduire le nombre de bâtiments de mer sous normes en circulation dans leur région, des autorités maritimes d’États portuaires ont conclu et mis en oeuvre des mémorandums d’entente sur le contrôle par l’État port, communément appelés MoU, qui établissent des règles de coordination de l’inspection des navires en escale. En réalité, ces ententes administratives, qui réunissent désormais les pays de neuf régions maritimes mondiales, incarnent des réseaux transgouvernementaux formés de relations transnationales complexes entre des fonctionnaires-cadres qui sont aussi des experts de la sécurité maritime. Ainsi, au-delà de leur origine et de leur culture respectives, ces derniers partagent, au plan professionnel, des valeurs et des intérêts communs. Ceci concourt à la cohésion interne de ces organisations alors qu’il s’agit d’instruments non contraignants relevant de la soft law. Même à l’extérieur du cadre imposé par le droit positif, ces règles qualifiées d’interstitielles peuvent néanmoins avoir une valeur normative quasi juridique, sinon juridique. Cette valeur normative des mesures de coordination mises en œuvre par les MoU peut être établie grâce à la démonstration de leur effectivité ainsi que de leur efficacité. Dans le premier cas, il s’agit de vérifier si les règles s’imposent à ceux qu’elles visent. Dans le second, il faut s’assurer qu’elles permettent d’atteindre les objectifs fixés. Par ailleurs, il faut se demander si le constat d’une normativité juridique doit se limiter uniquement à ces deux aspects. En effet, les règles que les réseaux transgouvernementaux mettent de l’avant devraient aussi assurer un minimum de transparence au risque sinon de créer un droit obscur.
Traditionally, shipowners, flag states and classification societies have ensured the implementation of international security standards aboard merchant vessels. Yet, in recent years, globalization has created an environment of ferocious competition that has forced these actors to reduce their controls, principally with regard to security, in order to attract new clients or to conserve an existing clientele. Such disengagement from the established system of legal enforcement of international norms, as well as the “race to the bottom” it induces with regard to security, are both elements of an ongoing erosion of the seaworthiness of vessels. In order to reduce the number of substandard vessels sailing in their regions, members of the maritime authorities of port states have executed and implemented Memorandum of Understanding on Port State Control (MoU), which establish rules coordinating the inspection of ships on layover. These administrative agreements, which now regroup countries from nine international maritime regions, have in fact become transgovernmental networks composed of complex transnational relationships between managing civil servants who are also experts in maritime security. Thus, beyond their respective nationalities and cultures, these civil servants share, on the professional scale, common interests and values. This contributes to the internal cohesion of these organisations, even though they are concerned with non-binding soft law instruments. Nevertheless, even outside the obligatory framework of positive law, these « interstitial » rules may have a quasi-normative, if not fully normative, effect. Such a normative value for the coordination measures put in place by the MoU may be established by demonstrating their effectiveness as well as their efficacy. First, by assessing whether the rules are applied to those toward whom they are directed; and second, by verifying that they work toward the objectives that have been set. Moreover, it is necessary to ask whether the assessment of the legal normativity of these rules must be limited to the previous two aspects. Indeed, the rules put forth by the intergovernmental networks should ensure a minimum of transparency, lest it become a body of dark law.
La thèse a été réalisée en cotutelle avec l'Université Paul Céazanne (Aix Marseille III).

Sustainability has been characterized and explored mostly from an environmental standpoint, with relatively less attention paid to social and economic dimensions. Because many sustainability organizations have grown out of the environmental movement, they tend to emphasize environmental priorities and retain many of the organizational strategies that were pioneered when the focus was on environmental conservation. However, to attain a more socially and economically informed environmental practice, broader procedural aspects, including recognition and participation, and substantive aspects, including issues of social need, distribution of wealth, and economic opportunity, need to be addressed as these matters are intimately linked to environmental concerns. In this thesis, I examined sustainability organizations against the concept of ‘just sustainability’, with specific consideration paid to uniting the substantive concerns of sustainability with the procedural concerns of environmental justice. I focused my examination on model forests and UNESCO biosphere reserves located in the Maritime Provinces of Canada, an area of high economic vulnerability and low political power. By looking to governance directives from environmental justice, entrepreneurship, and community development, I conducted a multi-case study analysis with organizations that have a mandate to address the environmental, social and economic imperatives of sustainability. Through engaging these organizations in a comparative learning situation, I was able to achieve the following objectives, to: i) assess the governance strategies used within these organizations against just sustainability theory; ii) understand the challenges faced by place-based organizations and examine strategies to better improve local understanding, community empowerment, as well as sustainability outcomes; and iii) assess the feasibility - conceptually and empirically – of incorporating social entrepreneurship into the governance practices of sustainability organizations to bring together the benefits of both approaches. The findings of this thesis make valuable contributions to the empirical evidence needed to advance our understanding of just sustainability, both conceptually and in practice. Overall, my findings point to the importance of understanding and improving our practice of sustainability governance through identifying and offering examples of innovative governance arrangements that are better able to address procedural and substantive concerns. Findings show that the stakeholder model typically used by biosphere reserves and model forests contributes to systemic challenges that limit procedural justice in these organizations. By looking to other literatures, including community development and social entrepreneurship, and to lessons learned from other place-based organizations, I propose ways to adapt governance strategies to improve community engagement and organizational outcomes, including a framework to inform place-based governance for just sustainability and a “hybrid model” that captures the benefits of stakeholder representation and social enterprise. This study speaks to the need for researchers and practitioners seeking to advance sustainability governance to extend their understanding beyond environmental sustainability to embrace more social dimensions. This thesis demonstrates the value of looking to broad literatures and new models to inform sustainability governance and encourage the adoption of new ways of thinking, new strategies, and new tools to help advance sustainability.