Thèse de doctorat en Droit privé
Sous la direction de Christian Scapel.
Soutenue en 2005
à Aix-Marseille 3 .
La construction d´un port maritime à Gaza - que prévoient les accords israélo-palestiniens de 1993/1994- constitue la seule option stratégique envisageable pour intégrer le commerce de marchandises palestinien à la région et au reste du monde. Ce port permettrait d´améliorer la compétitivité des exportations et d´accroître durablement les flux commerciaux. Cependant la poursuite du conflit et l´instabilité politique ont provoqué une succession de retards dans sa construction et c´est pourquoi ici, dans notre thèse on va se penche sur la gestion juridique du futur port de Gaza. Cette thèse regroupe les données fondamentales de la gestion portuaire palestinienne. Il analyse les bases des différents régimes portuaires dans le monde, économiquement, financièrement et juridiquement, compare les types de gestion, il expose en détail le choix de l’autorité portuaire palestinienne et son système d’organisation interne, sa future structure tarifaire, enfin le mode de financement.
The œconstruction of a maritime port in Gaza
The Gaza seaport is one of the Palestinian strategic projects at all levels including political, economical and social. The Palestinian National Authority (PNA) aims to provide an independent access to the outside world, especially the PNA is subservient totally to Israel, in regard of import and export. The construction of the Seaport has been initiated to strengthen the Palestinian economy and increase the rate of employment Palestine. In order to revive the demotic economy, mainly the private sector. The movement of goods would overcome the Israeli severe restrictions. Moreover this would give confidence to the private sector in the field of development, open the doors for investment in various industries and create new job opportunities. As the choice of the owner is the suitable choice, PNA decided to adopt this choice to manage the Seaport. Through its management the PNA transfers the Seaport operations to private companies. Therefore, the owner’s choice allows to carry out specific operations on the Seaport so as the law and regulations which organize the Seaport operations will be subdued to the PNA control. This pattern saves the appropriate climates for competence among the private companies in various activities which are carried out in the Seaport as shipping works and equipment ownership. Moreover, the pattern will facilitate the outflow of the private investments and foreign capitals to the area. Owing to long –term contracts the private companies are contracted regarding the infrastructure ( land area). On the other hand, the private ship companies save and maintain its buildings as offices, storehouses, containers-shipping stations and workshops…. Etc. They will also fix their equipment as cranes, shipping equipments, contact strips and others on the arrival station after the concerned company performs its main activities. The private companies bear the responsibility of employing and recruiting work power, while other companies will be responsible of the entire activities relevant to sea boats and shipping , besides depositing the goods in storehouses, anchoring and sailing of boats, dragging fees and shipping agencies …etc. The construction of a maritime port in Gaza, planned by the 1993-1994 Oslo agreements - constitutes theunique strategic option in order to integrate the palestinaian goods trade to the region and the other countries. This port enables the improvement of exportation competition and to increase the commercial flow continuously. But the continuation of the conflict and the political instability provoked successions of delay in its construction, that is why in this research, we will proceed to the question legal direction of the Gaza future port. This research regroupes the fundamental datas for the palestinian port direction. It analyses the different port regimes basis in the world, economically, financially and legally, it compares the types of direction, exposes in details the choice of the port authority, its inner organization system, its price future structure and finally the finance mode.