Doctorat en philosophie et lettres / info:eu-repo/semantics/nonPublished

La présente étude examine les causes de déchéance du droit à limitation de responsabilité du transporteur maritime de marchandises. En règle générale, les plafonds d’indemnisation fixés par les conventions internationales écartent la réparation intégrale du préjudice causé par le transporteur maritime de marchandises. Cependant, il est également prévu un certain nombre de causes de déchéance de ce droit à limitation, pour lesquelles les conditions d’application diffèrent d’une convention internationale à l’autre (Règles de La Haye, Règles de La Haye-Visby, Règles de Hambourg et Règles de Rotterdam). Parallèlement, les tribunaux nationaux, par le recours à des notions propres de leurs systèmes juridiques, modifient l’étendue des causes de déchéance de ce droit. En somme, la déchéance du droit à limitation de responsabilité variera selon la convention internationale appliquée et selon la juridiction compétente. Ce qui, en définitive, porte atteinte à la structuration rationnelle du régime de responsabilité du transporteur maritime dans sa globalité et à l’objectif d’uniformisation poursuivi jusqu’ici. / This study examines the institutions capable to deprive the sea carriers from the benefit of limitation of liability. In general, the package limitation provisions settled by international maritime conventions reject the full compensation of damages caused by the shipowning companies. However, this rule can be mitigated. Some specific conducts can bar the carrier from the benefit of limitation of liability. The conventions on international transport of goods (the Hague Rules, the Hague-Visby Rules, the Hamburg Rules and the Rotterdam Rules) have set out differently the conditions required to deprive the carrier of the right to limit responsibility. Concurrently, national courts, through the use of specific concepts, have modified the scope of the right of such limitation. In sum, the conducts barring limitation of liability will vary according to the International Convention applied and according to the relevant competent court. This, ultimately, undermines the rational organization of the maritime liability system and adversely affects the objective of uniformity in this matter.

Made available in DSpace on 2014-07-29T15:26:20Z (GMT). No. of bitstreams: 1 Tese Juliana Lamaro completa 2010.pdf: 383347 bytes, checksum: b303674ff0d9eef2f056b5d7aa6a4a91 (MD5) Previous issue date: 2009-04-15 / Objectives: (i) to assess the prevalence of Staphylococcus aureus and methicillin-resistant S. aureus (MRSA) nasal carriage in children attending day-care centers (DCC) in the municipality of Goiânia; (ii) to determine the potential risk factors related to S. aureus carriage and MRSA; (iii) to characterize MRSA isolates circulating in DCCs using molecular typing methods. Methods: Between August and December 2005, nasal swabs were collected from children who attended 62 DCCs. Clinical and socio-demographic information associated with the acquisition of S. aureus and MRSA were obtained through questionnaires applied to parents or guardians. The swabs were processed following the standard methods for identification and isolation of S. aureus. Amplification femB gene by polymerase chain reaction (PCR) was used to confirm the specie. The presence of mecA gene was detected by PCR and the positive isolates were identified as MRSA. Susceptibility to MRSA was determined by disk diffusion method. MRSA molecular typing was performed by PFGE, MLST, spa typing and SCCmec multiplex PCR. Results: 371 (31.1%) out of the 1.192 collected swabs were positive for S. aureus and 14 (1.2%) were identified as MRSA. The factors independently associated with risks for nasal colonization by S. aureus were children higher than two years of age (OR = 1.83, 95% CI 1.27-2.65) and previous DCC attendance (OR = 1.48; 95% CI 1.01-2.16). Mother s high degree of education was a protective factor for S. aureus carriage (OR = 0.43, 95% CI 0.23-0.80). A multidrug resistant dominant MRSA lineage was identified comprising 8 out of the 14 MRSA isolates. This cluster was characterized as SCCmec type IIIA, ST239 and spa type t037 sharing 82.7% genetic similarity with the Brazilian clone. One MRSA strain was classified as SCCmec type V and ST1120. This strain showed features of CA-MRSA although it has been recovered from a healthy child who presented risk factors for HA-MRSA acquisition. The remaining MRSA strains showed a diverse genetic background. Conclusions: Children attending DCCs are often colonized with S. aureus and although the prevalence of MRSA was low, they can represent potential vectors of spread of resistant pathogens to the community. The detection of a MRSA lineage circulating within DCCs suggests a two-way flow spread of MRSA between hospitals and community. / Objetivos: (i) avaliar a prevalência de portador nasal de Staphylococcus aureus e S. aureus resistentes à meticilina (MRSA) em crianças que frequentam centros municipais de educação infantil (CMEIs) no município de Goiânia; (ii) determinar os potenciais fatores de risco relacionados com a colonização nasal pelo S. aureus e por MRSA; (iii) caracterizar os isolados de MRSA circulantes nos CMEIS utilizando métodos de tipagem molecular. Material e Métodos: De agosto e dezembro de 2005, swabs nasais foram coletados de crianças menores de cinco anos de idade atendidas em 62 CMEIs do município. Informações clínicas e sócio-demográficas associadas à aquisição de S. aureus e MRSA foram obtidas por meio de questionários aplicados aos pais ou responsáveis. Os swabs foram processados seguindo metodologia padronizada para identificação e isolamento de S. aureus. A confirmação da espécie foi realizada pela amplificaçao do gene femB por reação em cadeia da polimerase (PCR). A presença do gene mecA foi detectada por PCR e os isolados positivos foram identificados como MRSA. O perfil de suscetibilidade para estes isolados foi determinado pelo método de disco difusão. A tipagem molecular dos MRSA foi realizada pelas técnicas de PFGE, MLST, spa typing e SCCmec multiplex PCR. Utilizou-se regressão logística para o cálculo do odds ratio e respectivos intervalos de 95% de confiança. Resultados: Entre os 1.192 swabs coletados, 371 (31,1%) foram positivos para S. aureus e 14 (1,2%) foram identificados como MRSA. Os fatores independentemente associados ao portador nasal de S. aureus foram: crianças acima de dois anos de idade (OR=1,83; IC95% 1,27-2,65) e ter frequentado outra creche (OR= 1,48; IC95% 1,01-2,16). Alto grau de escolaridade da mãe foi um fator protetor para a colonização por S. aureus (OR=0,43; IC95% 0,23-0,80). Uma linhagem genética predominante foi identificada compreendendo 8 dos 14 MRSA isolados. Esta linhagem apresentou perfil de multirresistência, SCCmec tipo IIIA, ST239 e spa type t037, compartilhando 82,7% de similaridade genética com o Clone MRSA Brasileiro. Uma cepa MRSA foi classificada como SCCmec tipo V e ST1120. Esta cepa apresentou características genéticas de MRSA associados à comunidade embora tenha sido recuperada de criança com fatores de risco para aquisição de MRSA relacionado ao serviço de saúde. As demais cepas MRSA apresentaram composição genética bastante diversa. Conclusões: A prevalência de crianças de creches colonizadas pelo S. aureus é alta. Embora a prevalência para MRSA tenha sido baixa nessas crianças, elas representam vetores potenciais de disseminação de MRSA para comunidade. A detecção de uma linhagem de MRSA circulando nos CMEIs e associada a serviços de saúde pode estar sinalizando uma rota de transmissão cruzada destes microrganismos entre hospitais e comunidade.

Shipment Consolidation (SCL) is a logistics strategy that combines two or more orders or shipments so that a larger quantity can be dispatched on the same vehicle to the same market region. This dissertation aims to emphasize the importance and substantial cost saving opportunities that come with SCL in a logistics supply chain, by offering new models or by improving on the current body of literature. Our research revolves around "three main axes" in SCL: Single-Item Shipment Consolidation (SISCL), Multi-Item Shipment Consolidation (MISCL), and Pricing and Shipment Consolidation. We investigate those topics by employing various Operations Research concepts or techniques such as renewal theory, dynamic optimization, and simulation. In SISCL, we focus on analytical models, when the orders arrive randomly. First, we examine the conditions under which an SCL program enables positive savings. Then, in addition to the current SCL policies used in practice and studied in the literature, i.e. Quantity-Policy (Q-P), Time-Policy (T-P) and Hybrid Policy (H-P), we introduce a new one that we call the Controlled Dispatch Policy (CD-P). Moreover, we provide a cost-based comparison of those policies. We show that the Q-P yields the lowest cost per order amongst the others, yet with the highest randomness in dispatch times. On the other hand, we also show that, between the service-level dependent policies (i.e. the CD-P, H-P and T-P), H-P provides the lowest cost per order, while CD-P turns out to be more flexible and responsive to dispatch times, again with a lower cost than the T-P. In MISCL, we construct dispatch decision rules. We employ a myopic analysis, and show that it is optimal, when costs and the order-arrival processes are dependent on the type of items. In a dynamic setting, we apply the concept of time-varying probability to integrate the dispatching and load planning decisions. For the most common dispatch objectives such as cost per order, cost per unit time or cost per unit weight, we use simulation and observe that the variabilities in both cost and the optimal consolidation cycle are smaller for the objective of cost per unit weight. Finally on our third axis, we study the joint optimization of pricing and time-based SCL policy. We do this for a price- and time-sensitive logistics market, both for common carriage (transport by a public, for-hire trucking company) and private carriage (employing one's own fleet of trucks). The main motivation for introducing pricing in SCL decisions stems from the fact that transportation is a service, and naturally demand is affected by price. Suitable pricing decisions may influence the order-arrival rates, enabling extra savings. Those savings emanate from two sources: Scale economies (in private carriage) or discount economies (in common carriage) that come with SCL, and additional revenue generated by employing an appropriate pricing scheme. Throughout the dissertation, we offer numerical examples and as many managerial insights as possible. Suggestions for future research are offered.

Shipment Consolidation (SCL) is a logistics strategy that combines two or more orders or shipments so that a larger quantity can be dispatched on the same vehicle to the same market region. This dissertation aims to emphasize the importance and substantial cost saving opportunities that come with SCL in a logistics supply chain, by offering new models or by improving on the current body of literature. Our research revolves around "three main axes" in SCL: Single-Item Shipment Consolidation (SISCL), Multi-Item Shipment Consolidation (MISCL), and Pricing and Shipment Consolidation. We investigate those topics by employing various Operations Research concepts or techniques such as renewal theory, dynamic optimization, and simulation. In SISCL, we focus on analytical models, when the orders arrive randomly. First, we examine the conditions under which an SCL program enables positive savings. Then, in addition to the current SCL policies used in practice and studied in the literature, i.e. Quantity-Policy (Q-P), Time-Policy (T-P) and Hybrid Policy (H-P), we introduce a new one that we call the Controlled Dispatch Policy (CD-P). Moreover, we provide a cost-based comparison of those policies. We show that the Q-P yields the lowest cost per order amongst the others, yet with the highest randomness in dispatch times. On the other hand, we also show that, between the service-level dependent policies (i.e. the CD-P, H-P and T-P), H-P provides the lowest cost per order, while CD-P turns out to be more flexible and responsive to dispatch times, again with a lower cost than the T-P. In MISCL, we construct dispatch decision rules. We employ a myopic analysis, and show that it is optimal, when costs and the order-arrival processes are dependent on the type of items. In a dynamic setting, we apply the concept of time-varying probability to integrate the dispatching and load planning decisions. For the most common dispatch objectives such as cost per order, cost per unit time or cost per unit weight, we use simulation and observe that the variabilities in both cost and the optimal consolidation cycle are smaller for the objective of cost per unit weight. Finally on our third axis, we study the joint optimization of pricing and time-based SCL policy. We do this for a price- and time-sensitive logistics market, both for common carriage (transport by a public, for-hire trucking company) and private carriage (employing one's own fleet of trucks). The main motivation for introducing pricing in SCL decisions stems from the fact that transportation is a service, and naturally demand is affected by price. Suitable pricing decisions may influence the order-arrival rates, enabling extra savings. Those savings emanate from two sources: Scale economies (in private carriage) or discount economies (in common carriage) that come with SCL, and additional revenue generated by employing an appropriate pricing scheme. Throughout the dissertation, we offer numerical examples and as many managerial insights as possible. Suggestions for future research are offered.

La présente étude examine les causes de déchéance du droit à limitation de responsabilité du transporteur maritime de marchandises. En règle générale, les plafonds d’indemnisation fixés par les conventions internationales écartent la réparation intégrale du préjudice causé par le transporteur maritime de marchandises. Cependant, il est également prévu un certain nombre de causes de déchéance de ce droit à limitation, pour lesquelles les conditions d’application diffèrent d’une convention internationale à l’autre (Règles de La Haye, Règles de La Haye-Visby, Règles de Hambourg et Règles de Rotterdam). Parallèlement, les tribunaux nationaux, par le recours à des notions propres de leurs systèmes juridiques, modifient l’étendue des causes de déchéance de ce droit. En somme, la déchéance du droit à limitation de responsabilité variera selon la convention internationale appliquée et selon la juridiction compétente. Ce qui, en définitive, porte atteinte à la structuration rationnelle du régime de responsabilité du transporteur maritime dans sa globalité et à l’objectif d’uniformisation poursuivi jusqu’ici. / This study examines the institutions capable to deprive the sea carriers from the benefit of limitation of liability. In general, the package limitation provisions settled by international maritime conventions reject the full compensation of damages caused by the shipowning companies. However, this rule can be mitigated. Some specific conducts can bar the carrier from the benefit of limitation of liability. The conventions on international transport of goods (the Hague Rules, the Hague-Visby Rules, the Hamburg Rules and the Rotterdam Rules) have set out differently the conditions required to deprive the carrier of the right to limit responsibility. Concurrently, national courts, through the use of specific concepts, have modified the scope of the right of such limitation. In sum, the conducts barring limitation of liability will vary according to the International Convention applied and according to the relevant competent court. This, ultimately, undermines the rational organization of the maritime liability system and adversely affects the objective of uniformity in this matter.

[Truncated abstract] Pneumococcal exposure is high and life-long in developing countries including Papua New Guinea (PNG), with children under 2 years of age being at most risk for early upper respiratory tract pneumococcal carriage and infection. Deaths from pneumococcal diseases such as pneumonia and meningitis are common and likely the result of an absence of vaccination programmes. The need for effective and affordable pneumococcal vaccines has led to the testing of protein antigens including pneumolysin (Ply) and pneumococcal surface protein A (PspA) as novel vaccine antigens. Little is known on the immune responses to these proteins in humans, particularly in high-risk populations where such vaccines will be of most benefit. In this study, we examined the roles of naturally acquired antibody and cellular immune responses in mothers and newborns to Ply and PspA family 1 (PspA1) and family 2 (PspA2) in protection against or risk for early carriage in a high-risk PNG population. Antibodies to Ply, PspA1 and PspA2 were measured in plasmas of 241 mothers and 115 newborns (cords) from PNG, and 50 Australian mothers using an enzyme-linked immunosorbent assay (ELISA). Pernasal swabs were collected from PNG mothers at the time of delivery, one month post-partum, and weekly within the first month of life from their newborns to determine pneumococcal carriage. Cellular immune responses to Ply, PspA1 and PspA2, the TLR2/TLR4 ligands, LTA and LPS and to PHA were measured in cord blood mononuclear cells (CBMC) of 84 PNG versus 33 Australian newborns. Innate and T-cell cytokine responses in the PNG newborns were then analysed to determine their effect on infant pneumococcal carriage. ... No protective effect against infant pneumococcal carriage was observed with maternal and cord IgG levels for all antigens. Maternal carriage at time of delivery increased the risk for infant pneumococcal carriage in the first month of life (HR: 1.93, 95% CI 1.36 – 2.73, p = 0.001) with 70% of infants being colonised. Papua New Guinean newborns produced higher innate IL-10 and IFN-¿ (p = 0.003) and TNF-a (p < 0.001) to Ply compared to Australian newborns with no significant differences observed for IL-6 or IL-12. IFN-¿ responses to LPS and LTA (p = 0.005 and p < 0.001) were higher in PNG than Australian newborns, while IL-6, IL-10 (p < 0.001) and TNF-a (p = 0.002) to LPS with LTA-induced IL-6 and IL-10 (p < 0.001) were higher in Australian newborns. T-cell IL-5, IL-10, IL-13, IFN-¿, IL-6 and TNF-a response levels to PspA and PHA stimulation were significantly high in PNG newborns. No differences were observed for cytokine responses to Ply and PspA between PNG infant pneumococci carriers and non-carriers. Papua New Guinean infants are colonised by pneumococci very early in life and this may be influenced by high maternal carriage rates. PspA- and Ply-IgG levels are high in PNG mothers and undergo cross placental transfer but do not appear to be protective against early pneumococcal carriage. In PNG newborns, PspA elicits T-cell responses, while Ply drives more innate cellular responses, neither were demonstrated to have a protective effect against early carriage though further work is required to better define these and their relation to immune development in early childhood.

Background: Working within the military as a ground combat solider is very physically demanding. Soldiers are required to handle situations ranging from peacekeeping to counterinsurgency and combat, while faced with the task of load carriage either in form of the military gear or other additional loads. Therefore, a good aerobic and anaerobic fitness is necessary. The aerobic and anaerobic fitness can be assessed with a wide range is methods such as measuring the peak oxygen uptake (VO2peak), ventilator threshold, blood lactate concentration and heart rate. However research is rather spares regarding the effects of load carriage on the aerobic capacity. Aim: The aim of the current study was to investigate if military gear affects VO2peak, ventilatory threshold, blood lactate concentration and heart rate in ground combat soldiers. Methods: A total of eight soldiers (seven men and one woman) participated in the current study. All participants completed two biological calibrations and VO2max tests (one without and one with military gear) using a modified Bruce protocol, where VO2 (L/min), absolute and relative VO2peck (L/min and ml/kg/min respectively), heart rate (beats/min) and blood lactate concentration (mM/L) were assessed. After the completion of the tests, the soldier’s individual ventilatory threshold (VT) was visually located using the V-slope method. The Wilcoxon test was used for the not normally distributed variables (blood lactate concentration and stage when VT occurred) and the paired sample t-test for the others. The significance level was set to 0.05. Results: The results showed that the soldier had 10.6 % lower absolute VO2peak and 23.7 % lower relative VO2peak while wearing military gear compared to without (p=0.002 and p=0.001 respectively). The soldiers also had 11.8 % higher VO2 at VT with military gear (p=0.003) and reached a higher percentage of the VO2peak (p=0.023) at VT. The blood lactate concentration was significantly higher when marching at 5.4 km/h and a trend of a higher blood lactate concentration while standing was observed without military gear compared to with military gear. Conclusion: The findings from the present study shows that performing load carriage in form of the military gear significantly decreased the VO2peak. Wearing a military gear also increased the VO2 at the individual VT and made the soldier reach a higher percentage of the VO2peak at VT. These results can act as guidance when recruiting and training soldiers, along with providing important information to other professions and sports that involve load carriage.

Made available in DSpace on 2016-12-23T13:56:11Z (GMT). No. of bitstreams: 1 Dissertacao Mestrado - Manuela Tedesco.pdf: 2432201 bytes, checksum: c496ccf4cf25c506ce4352f93047f59a (MD5) Previous issue date: 2011-08-29 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / Staphylococcus aureus is a pathogen that has the ability to colonize approximately half of the patients undergoing hemodialysis and also is the main cause of infections in these patients. The nasal colonization by S. aureus is a risk factor for developing bacteremia and, despite the great importance in determining the colonization status of patients undergoing hemodialysis, there is no currently a standardized methodology to classify such patients. This study was designed in order to: determine the status of nasal colonization of patients undergoing hemodialysis in two dialysis centers; to improve the reference methodology to classify the status of nasal colonization and assess the risk conferred by nasal colonization in the development of bacteriemia. The study included 219 patients of which 22.8% were nasal carriers of S. aureus. All 182 samples of S. aureus isolates were sensitive to oxacillin and vancomycin but 2.7% (5 / 182) samples were heteroresistant to vancomycin. The classification of the nasal carriage status was performed in 178 patients of which 22.5% were nasal carriers of S. aureus [20% (8 / 40) with persistent and 80% (32/40) intermittent carriers] and 77.5% (138/178) non-carriers. Among the types of colonization, only persistent nasal colonization was substantially associated with the development of bacteremia caused by S. aureus conferring a risk of 17.6% (p = 0.05). The use of fistula demonstrated a protective effect featuring 7% (p = 0.00) and 11% (p = 0.01) the risk conferred by the use of the catheter on the development of bacteremia caused by S. aureus or other microorganisms, respectively. Also, the use of a protocol with seven weekly collections showed an excellent correlation with the reference method (k = 0.834) to distinguish the types of nasal carriers and had a PPV and PNV equal to 100% to differentiate patients with persistent and intermittent colonization, therefore it can be used as an alternative to the reference protocol for screening S. aureus nasal carriers and be used as a surveillance measure. Given the high risk conferred by persistent colonization, our results suggest that classification of nasal carriers is a very important measure to minimize the risk for development of bacteraemia in patients undergoing hemodialysis / O Staphylococcus aureus é um patógeno capaz de colonizar aproximadamente metade dos pacientes submetidos à hemodiálise, e é também o principal micro-organismo isolado de bacteriemias nesse grupo de pacientes. A colonização nasal por S. aureus é fator de risco para o desenvolvimento de bacteriemias e, apesar da grande importância em se determinar o status de colonização dos pacientes submetidos à hemodiálise, não existe atualmente uma metodologia padronizada para classificar tais pacientes. O presente estudo foi delineado com o objetivo de: determinar o status de colonização nasal dos pacientes submetidos à hemodiálise em dois centros de diálise, otimizar o protocolo de referência para classificação do status de colonização e avaliar o risco conferido pela colonização nasal no desenvolvimento de bacteriemias . Foram incluídos no estudo 219 pacientes destes, 22,8% eram portadores nasais de S. aureus. Todas as 182 amostras de S. aureus isoladas foram sensíveis a oxacilina e vancomicina e dessas, 2,7% (5/182) das amostras apresentaram heterorresistência a vancomicina. A classificação do status de colonização foi realizada para 178 pacientes sendo que 22,5% eram portadores nasais de S. aureus [20% (8/40) portadores persistentes e 80% (32/40) portadores intermitentes] e 77,5%(138/178) não portadores. Dentre os tipos de colonização, apenas a colonização nasal persistente foi fortemente associada ao desenvolvimento de bacteriemias por S. aureus conferindo um risco de 17,6% (p=0,05) para tal. O uso de fístula demonstrou um efeito protetor apresentando 7% (p=0,00) e 11% (p=0,01) do risco conferido pelo uso do cateter para o desenvolvimento de bacteriemias por S. aureus e outros micro-organismos, respectivamente. Além disso, verificamos que o uso de um protocolo com sete coletas de periodicidade semanal exibiu uma correlação excelente com a metodologia de referência (k=0, 834) para distinguir os tipos de portadores nasais e apresentou um VPP e VPN equivalentes a 100% para diferenciar os portadores persistentes dos intermitentes, podendo ser utilizada como alternativa ao protocolo de referência para a triagem de portadores nasais de S. aureus e empregado como medida de vigilância epidemiológica. lugar desta Em vista do alto risco conferido pela colonização persistente, nossos resultados sugerem que a classificação dos portadores nasais é uma medida de extrema importância para monitorar risco para o desenvolvimento de bacteriemias em pacientes submetidos à hemodiálise

Imaginez une économie sans transport de marchandises! C'est la paralysie. Le transport joue, donc, un rôle déterminant et incontournable dans le circuit économique. Or, ce qui fait le transport c'est le prix . Ce prix doit être payé par les cocontractants du transporteur: expéditeur et destinataire. Car, de son paiement dépendent les intérêts de ce dernier, la pérennité de son activité et son rôle dans la chaîne économique. Le paiement du prix du transport conditionne, ainsi, les transports nationaux et internationaux de marchandises. Pourtant le transporteur de marchandises rencontre de nombreuses difficultés pour le paiement du prix du transport effectué au point d'être, parfois, obligé de recourir aux Tribunaux. En effet, si, en théorie, le transporteur doit être payé comptant, en pratique, il fournit des prestations à crédit. Il effectue d'abord le déplacement et la livraison de la marchandise, pour faire valoir, ensuite, son droit au paiement Cette pratique l'expose à des risques de défaut de paiement pouvant entraîner la cessation de son activité avec de graves répercussions sur la machine économique. Aussi le législateur français a-t-il prévu le privilège, le droit de rétention, l'action directe en paiement, comme des garanties au service du transporteur pour le paiement de sa créance. Mais ces garanties légales qui, sont tributaires de la volonté du débiteur et dont la mise en œuvre entraîne parfois de lourdes conséquences pour le transporteur, de notre point de vue, ne le protègent pas suffisamment. La nécessité économique et sociale du paiement du prix du transport exige que le transporteur puisse disposer des garanties conventionnelles lui assurant une protection plus efficace quant au paiement du fret. Dans cette perspective, le gage de la marchandise transportée, la garantie autonome, l'assurance fret, ou la création d'un fonds de garantie transport, nous paraissent comme des mécanismes juridiques qui garantissent mieux au transporteur le paiement du prix du transport en tout état de cause. / No English summary available.