A relevância da comunicação integrada no web marketing: estudo de um caso prático

Dissertação de Mestrado apresentada ao Instituto Superior de Contabilidade e Administração do Porto para a obtenção do grau de Mestre em Marketing Digital, sob orientação do Prof. Paulo Alexandre Pires

Desenvolvimento de um Protótipo de Dispensador Automático de Medicamentos

O número de pessoas com idade superior a 65 anos aumentou consideravelmente nos últimos 40 anos. Este incremento de longevidade tem levado ao aparecimento de varias patologias relacionadas com a idade e ao aumento da prevalência das patologias cronicas. Uma grande maioria desta população e poli-medicada e assim sendo a gestão de medicamentos e uma área que pode proporcionar grandes benefícios aos idosos. A grande quantidade de medicamentos assim como as diferentes dosagens e os diferentes horários de toma fazem com que os idosos se confundam no cumprimento do esquema terapêutico aconselhado pelo medico, nomeadamente devido ao declínio cognitivo a que estão sujeitos devido ao envelhecimento humano. Torna-se, portanto, fundamental o desenvolvimento de sistemas inteligentes que auxiliem os idosos na gestão da sua medicação. A presente dissertação de mestrado foi materializada num dispositivo, designado ElderlySafety, que visa responder aos problemas da poli-medicação, através de uma solução tecnológica que incorpora as vertentes de controlo e comunicação. O objectivo do ElderlySafety e relembrar, de forma automática, o idoso da toma atempada dos seus medicamentos e consiste num prototipo de um dispositivo com varias compartições para organização dos vários medicamentos. Este aparelho apresenta 24 compartimentos, um deles referente a uma posição estática, considerada a posição `home' e os restantes dizem respeito a 23 tomas de medicação durante uma semana. Os compartimentos em questão devem ser preenchidos com a devida medicação, pelo cuidador do idoso, no inicio de cada semana. O aparelho esta conectado via Bluetooth a uma aplicação denominada ElderlySafety Online que permite monitorizar todo o sistema. E aqui que e feito o registo, com data, hora e nome do medicamento, de toda a medicação prescrita ao paciente. Também e possível a verificação de possíveis interações medicamentosas, bem como o acesso a informações acerca do que fazer em caso de esquecimento de uma ou mais tomas. Aquando a chegada da data e hora da toma de cada medicação, o aparelho desenvolvido emite um lembrete ao idoso e esse lembrete e feito através de um alerta luminoso. Se o sistema ElderlySafety verificar que o idoso se esquece da toma dos medicamentos tem a capacidade de interagir via e-mail com o cuidador, que poder a ser um familiar próximo, alertando-o para o esquecimento da toma de medicação do paciente a seu cuidado. Os testes de validação realizados ao ElderlySafety revelaram que o prototipo se mostra funcional e apto para integrar um ambiente de vida assistido de qualquer idoso.

Determinants of mother-baby relationship evaluated during pregnancy

ABSTRACT Background Mental health promotion is supported by a strong body of knowledge and is a matter of public health with the potential of a large impact on society. Mental health promotion programs should be implemented as soon as possible in life, preferably starting during pregnancy. Programs should focus on malleable determinants, introducing strategies to reduce risk factors or their impact on mother and child, and also on strengthening protective factors to increase resilience. The ambition of early detecting risk situations requires the development and use of tools to assess risk, and the creation of a responsive network of services based in primary health care, especially maternal consultation during pregnancy and the first months of the born child. The number of risk factors and the way they interact and are buffered by protective factors are relevant for the final impact. Maternal-fetal attachment (MFA) is not yet a totally understood and well operationalized concept. Methodological problems limit the comparison of data as many studies used small size samples, had an exploratory character or used different selection criteria and different measures. There is still a lack of studies in high risk populations evaluating the consequences of a weak MFA. Instead, the available studies are not very conclusive, but suggest that social support, anxiety and depression, self-esteem and self-control and sense of coherence are correlated with MFA. MFA is also correlated with health practices during pregnancy, that influence pregnancy and baby outcomes. MFA seems a relevant concept for the future mother baby interaction, but more studies are needed to clarify the concept and its operationalization. Attachment is a strong scientific concept with multiple implications for future child development, personality and relationship with others. Secure attachment is considered an essential basis of good mental health, and promoting mother-baby interaction offers an excellent opportunity to intervention programmes targeted at enhancing mental health and well-being. Understanding the process of attachment and intervening to improve attachment requires a comprehension of more proximal factors, but also a broader approach that assesses the impact of more distal social conditions on attachment and how this social impact is mediated by family functioning and mother-baby interaction. Finally, it is essential to understand how this knowledge could be translated in effective mental health promoting interventions and measures that could reach large populations of pregnant mothers and families. Strengthening emotional availability (EA) seems to be a relevant approach to improve the mother-baby relationship. In this review we have offered evidence suggesting a range of determinants of mother-infant relationship, including age, marital relationship, social disadvantages, migration, parental psychiatric disorders and the situations of abuse or neglect. Based on this theoretical background we constructed a theoretical model that included proximal and distal factors, risk and protective factors, including variables related to the mother, the father, their social support and mother baby interaction from early pregnancy until six months after birth. We selected the Antenatal Psychosocial Health Assessment (ALPHA) for use as an instrument to detect psychosocial risk during pregnancy. Method Ninety two pregnant women were recruited from the Maternal Health Consultation in Primary Health Care (PHC) at Amadora. They had three moments of assessment: at T1 (until 12 weeks of pregnancy) they filed out a questionnaire that included socio-demographic data, ALPHA, Edinburgh post-natal Depression Scale (EDPS), General Health Questionnaire (GHQ) and Sense of Coherence (SOC); at T2 (after the 20th weeks of pregnancy) they answered EDPS, SOC and MFA Scale (MFAS), and finally at T3 (6 months after birth), they repeated EDPS and SOC, and their interaction with their babies was videotaped and later evaluated using EA Scales. A statistical analysis has been done using descriptive statistics, correlation analysis, univariate logistic regression and multiple linear regression. Results The study has increased our knowledge on this particular population living in a multicultural, suburb community. It allow us to identify specific groups with a higher level of psychosocial risk, such as single or divorced women, young couples, mothers with a low level of education and those who are depressed or have a low SOC. The hypothesis that psychosocial risk is directly correlated with MFAS and that MFA is directly correlated with EA was not confirmed, neither the correlation between prenatal psychosocial risk and mother-baby EA. The study identified depression as a relevant risk factor in pregnancy and its higher prevalence in single or divorced women, immigrants and in those who have a higher global psychosocial risk. Depressed women have a poor MFA, and a lower structuring capacity and a higher hostility to their babies. In average, depression seems to reduce among pregnant women in the second part of their pregnancy. The children of immigrant mothers show a lower level of responsiveness to their mothers what could be transmitted through depression, as immigrant mothers have a higher risk of depression in the beginning of pregnancy and six months after birth. Young mothers have a low MFA and are more intrusive. Women who have a higher level of education are more sensitive and their babies showed to be more responsive. Women who are or have been submitted to abuse were found to have a higher level of MFA but their babies are less responsive to them. The study highlights the relevance of SOC as a potential protective factor while it is strongly and negatively related with a wide range of risk factors and mental health outcomes especially depression before, during and after pregnancy. Conclusions ALPHA proved to be a valid, feasible and reliable instrument to Primary Health Care (PHC) that can be used as a total sum score. We could not prove the association between psychosocial risk factors and MFA, neither between MFA and EA, or between psychosocial risk and EA. Depression and SOC seems to have a clear and opposite relevance on this process. Pregnancy can be considered as a maturational process and an opportunity to change, where adaptation processes occur, buffering risk, decreasing depression and increasing SOC. Further research is necessary to better understand interactions between variables and also to clarify a better operationalization of MFA. We recommend the use of ALPHA, SOC and EDPS in early pregnancy as a way of identifying more vulnerable women that will require additional interventions and support in order to decrease risk. At political level we recommend the reinforcement of Immigrant integration and the increment of education in women. We recommend more focus in health care and public health in mental health condition and psychosocial risk of specific groups at high risk. In PHC special attention should be paid to pregnant women who are single or divorced, very young, low educated and to immigrant mothers. This study provides the basis for an intervention programme for this population, that aims to reduce broad spectrum risk factors and to promote Mental Health in women who become pregnant. Health and mental health policies should facilitate the implementation of the suggested measures.

Being ahead of its time the consumer resistance phenomenon: A comparative case study research

Double Degree.

Omni-channel retail strategies in the luxury world

It’s impossible to neglect the changes that internet and e-commerce caused in the retail sector, by increasing customers’ expectations and forcing retailers to adapt the business to the new digital era. Internet is characterized by the increase in accessibility to everyone, which can be good or not so. For instance, luxury products rely on the sense of exclusivity, instead of being accessible to everyone. Hence, internet represents a challenge for luxury brands once, although they are able to provide a fullness service to their customers, they need to maintain the exclusiveness in which luxury is sustained. Consequently, the appearance of omni-channel was more than a challenge for the luxury sector, in particular, given the need to provide a full integrated experience through different channels. The aim of this dissertation is to find out how important is omni-channel, even in the luxury industry, and how it’s actually implemented based on the case of one of the most successful companies on luxury fashion e-commerce industry – Farfetch. Even though the company started in London, its founder is a Portuguese entrepreneur, and it’s in Portugal where most of its employees work, divided in two offices – Guimarães e Porto. Therefore, a literature review was written on relevant concepts and ideas about luxury, e-commerce and the different channels’ approaches. There were formulated five propositions that were after discussed according to the information gathered about the company and its strategies. In the end, it was possible to identify which propositions are in accordance with theory and which are not, as well as understand which are the most important strategies and trends about omni-channel in the luxury fashion e-commerce sector.

Modularity of auditory spatial representations

Abstract : Auditory spatial functions are of crucial importance in everyday life. Determining the origin of sound sources in space plays a key role in a variety of tasks including orientation of attention, disentangling of complex acoustic patterns reaching our ears in noisy environments. Following brain damage, auditory spatial processing can be disrupted, resulting in severe handicaps. Complaints of patients with sound localization deficits include the inability to locate their crying child or being over-loaded by sounds in crowded public places. Yet, the brain bears a large capacity for reorganization following damage and/or learning. This phenomenon is referred as plasticity and is believed to underlie post-lesional functional recovery as well as learning-induced improvement. The aim of this thesis was to investigate the organization and plasticity of different aspects of auditory spatial functions. Overall, we report the outcomes of three studies: In the study entitled "Learning-induced plasticity in auditory spatial representations" (Spierer et al., 2007b), we focused on the neurophysiological and behavioral changes induced by auditory spatial training in healthy subjects. We found that relatively brief auditory spatial discrimination training improves performance and modifies the cortical representation of the trained sound locations, suggesting that cortical auditory representations of space are dynamic and subject to rapid reorganization. In the same study, we tested the generalization and persistence of training effects over time, as these are two determining factors in the development of neurorehabilitative intervention. In "The path to success in auditory spatial discrimination" (Spierer et al., 2007c), we investigated the neurophysiological correlates of successful spatial discrimination and contribute to the modeling of the anatomo-functional organization of auditory spatial processing in healthy subjects. We showed that discrimination accuracy depends on superior temporal plane (STP) activity in response to the first sound of a pair of stimuli. Our data support a model wherein refinement of spatial representations occurs within the STP and that interactions with parietal structures allow for transformations into coordinate frames that are required for higher-order computations including absolute localization of sound sources. In "Extinction of auditory stimuli in hemineglect: space versus ear" (Spierer et al., 2007a), we investigated auditory attentional deficits in brain-damaged patients. This work provides insight into the auditory neglect syndrome and its relation with neglect symptoms within the visual modality. Apart from contributing to a basic understanding of the cortical mechanisms underlying auditory spatial functions, the outcomes of the studies also contribute to develop neurorehabilitation strategies, which are currently being tested in clinical populations.

The normal co-ordinate analysis, vibrational spectra and theoretical infrared intensities of some thiocarbonyl halide molecules /

TITLE: The normal co-ordinate analysis, vibrational spectra and theoretical infrared intensities of some thiocarbonyl halides. AUTHOR: J. L. Brema SUPERVISOR: Dr. D. C. Moule NUMBER OF PAGES: 89 ABSTRACT: The vibrational assignment of the five-in-plane fundamental modes of CSClBr has been made on the basis of infrared gas phase and liquid Raman spectral analyses to supplement our earlier vibrational studies. Even though the one out-of-plane fundamental was not observed spectroscopically an attempt has been made to predict its frequency. The vibrational spectra contained impurity bands and the CSClBr assignment was made only after a thorough analysis of the impurities themselves. A normal co-ordinate analysis calculation was performed assuming a Urey-Bradley force field. This calculation yielded the fundamental frequencies in good agreement with those observed after refinement of the originally transferred force constants. The theoretical frequencies are the eigenvalues of the secular equation and the calculation also gave the corresponding eigenvectors in the form of the very important LLj matrix. The [l] matrix is the transfoirmation between internal co-ordinates and normal co-ordinates and it is essential for Franck-Condon calculations on electronically excited molecules and for infrared Integrated band intensity studies. Using a self-consistent molecular orbital calculation termed "complete neglect of differential overlap" (CNDO/2) , theoretical values of equilibrium bond lengths and angleswere calcuted for a series of carbonyl and thlocarbonyl molecules. From these calculations valence force field force constants were also determined but with limited success. With the CNIX)/2 method theoretical dipole moment derivatives with respect to symmetrized internal co-ordinates were calculated and the results should be useful in a correlation with experimentally determined values.

An investigation of the nature and role of historicality in the thought of Dilthey and Heidegger

Introduction The question of the meaning, methods and philosophical manifestations of history is currently rife with contention. The problem that I will address in an exposition of the thought of Wilhelm Dilthey and Martin Heidegger, centers around the intersubjectivity of an historical world. Specifically, there are two interconnected issues. First, since all knowledge occurs to a person from within his or her historical age how can any person in any age make truth claims? In order to answer this concern we must understand the essence and role of history. Yet how can we come to an individual understanding ofwhat history is when the meanings that we use are themselves historically enveloped? But can we, we who are well aware of the knowledge that archaeology has dredged up from old texts or even from 'living' monuments of past ages, really neglect to notice these artifacts that exist within and enrich our world? Charges of wilful blindness would arise if any attempt were made to suggest that certain things of our world did not come down to us from the past. Thus it appears more important 2 to determine what this 'past' is and therefore how history operates than to simply derail the possibility for historical understanding. Wilhelm Dilthey, the great German historicist from the 19th century, did not question the existence of historical artifacts as from the past, but in treating knowledge as one such artifact placed the onus on knowledge to show itself as true, or meaningful, in light ofthe fact that other historical periods relied on different facts and generated different truths or meanings. The problem for him was not just determining what the role of history is, but moreover to discover how knowledge could make any claim as true knowledge. As he stated, there is a problem of "historical anarchy"!' Martin Heidegger picked up these two strands of Dilthey's thought and wanted to answer the problem of truth and meaning in order to solve the problem of historicism. This problem underscored, perhaps for the first time, that societal presuppositions about the past and present oftheir era are not immutable. Penetrating to the core of the raison d'etre of the age was an historical reflection about the past which was now conceived as separated both temporally and attitudinally from the present. But further than this, Heidegger's focus on asking the question of the meaning of Being meant that history must be ontologically explicated not merely ontically treated. Heidegger hopes to remove barriers to a genuine ontology by II 1 3 including history into an assessment ofprevious philosophical systems. He does this in order that the question of Being be more fully explicated, which necessarily for him includes the question of the Being of history. One approach to the question ofwhat history is, given the information that we get from historical knowledge, is whether such knowledge can be formalized into a science. Additionally, we can approach the question of what the essence and role of history is by revealing its underlying characteristics, that is, by focussing on historicality. Thus we will begin with an expository look at Dilthey's conception of history and historicality. We will then explore these issues first in Heidegger's Being and Time, then in the third chapter his middle and later works. Finally, we shall examine how Heidegger's conception may reflect a development in the conception of historicality over Dilthey's historicism, and what such a conception means for a contemporary historical understanding. The problem of existing in a common world which is perceived only individually has been philosophically addressed in many forms. Escaping a pure subjectivist interpretation of 'reality' has occupied Western thinkers not only in order to discover metaphysical truths, but also to provide a foundation for politics and ethics. Many thinkers accept a solipsistic view as inevitable and reject attempts at justifying truth in an intersubjective world. The problem ofhistoricality raises similar problems. We 4 -. - - - - exist in a common historical age, presumably, yet are only aware ofthe historicity of the age through our own individual thoughts. Thus the question arises, do we actually exist within a common history or do we merely individually interpret this as communal? What is the reality of history, individual or communal? Dilthey answers this question by asserting a 'reality' to the historical age thus overcoming solipsism by encasing individual human experience within the historical horizon of the age. This however does nothing to address the epistemological concern over the discoverablity of truth. Heidegger, on the other hand, rejects a metaphysical construel of history and seeks to ground history first within the ontology ofDasein, and second, within the so called "sending" of Being. Thus there can be no solipsism for Heidegger because Dasein's Being is necessarily "cohistorical", Being-with-Others, and furthermore, this historical-Being-in-the-worldwith- Others is the horizon of Being over which truth can appear. Heidegger's solution to the problem of solipsism appears to satisfy that the world is not just a subjective idealist creation and also that one need not appeal to any universal measures of truth or presumed eternal verities. Thus in elucidating Heidegger's notion of history I will also confront the issues ofDasein's Being-alongside-things as well as the Being of Dasein as Being-in-the-world so that Dasein's historicality is explicated vis-a-vis the "sending of Being" (die Schicken des S eins).

Raising Creativity: Exploring How Creativity Can be Nurtured in Educational Contexts

The question of how we can encourage creative capacities in young people has never been more relevant than it is today (Pink, 2006; Robinson as cited in TEDtalksDirector, 2007; Eisner as cited in VanderbiltUniversity, 2009). While the world is rapidly evolving, education has the great challenge of adapting to keep up. Scholars say that to meet the needs of 21st century learners, pedagogy must focus on fostering creative skills to enable students to manage in a future we cannot yet envision (Robinson as cited in TEDtalksDirector, 2007). Further, research demonstrates that creativity thrives with autonomy, support, and without judgment (Amabile, 1996; Codack [Zak], 2010; Harrington, Block, & Block, 1987; Holt, 1989; Kohn, 1993). So how well are schools doing in this regard? How do alternative models of education nurture or neglect creativity, and how can this inform teaching practice all around? In other words, ultimately, how can we nurture creativity in education? This documentary explores these questions from a scholarly art-based perspective. Artist/researcher/teacher Rebecca Zak builds on her experience in the art studio, academia, and the art classroom to investigate the various philosophies and strategies that diverse educational models implement to illuminate the possibilities for educational and paradigmatic transformation. The Raising Creativity documentary project consists of multiple parts across multiple platforms. There are five videos in the series that answer the why, who, how, what, and now what about creativity in education respectively (i.e., why is this topic important, who has spoken/written on this topic already, how will this issue be investigated this time, what was observed during the inquiry, and now what will this mean going forward?). There is also a self-reflexive blog that addresses certain aspects of the topic in greater depth (located here, on this website) and in the context of Rebecca's lived experience to complement the video format. Together, all video and blog artifacts housed on this website function as a polyptych, wherein the pieces can stand alone individually yet are intended to work together and fulfill the dissertation requirements for Rebecca's doctorate degree in education in reimagined ways.

"Everyone Loves Marineland!" (?): Entertainment Animal Advocacy, Praxis, and Resisting Corporate Repression

Following allegations and graphic evidence of animal cruelty and neglect documented by ex-employee whistleblowers of Marineland Canada to the Toronto Star newspaper in late 2012, the ethics surrounding animal captivity have been increasingly contested in regional public discourse. Animal advocates in the Niagara region and beyond have been compelled to demand change at the infamous local captive animal park— whether it be welfare-oriented reform, or radical animal liberation. With this as a backdrop, this research explores the ideologies, experiences, and strategic tactics of anti-Marineland animal advocates; the sociopolitical issues surrounding the largely unexamined but serious issue of imprisoned animals as entertainers; and the ensuing governmental and corporatist attempts to squash dissent of anti-Marineland critics. Situated within a Critical Animal Studies theoretical paradigm as well as a flourishing global anti-captivity critique inspired by the film Blackfish, this project employs semi-structured interviews and participant observation methodologies to analyze advocates' views on captivity under capitalism and the effectiveness of their praxes. Finally, this research illuminates the nuances of the conventionally-upheld dualistic theoretical debate of animal welfare versus animal rights within zoo and aquaria entertainment contexts through an exploratory examination of advocates' complex ideological views.

Teachers’ Beliefs and Perceptions of Bullying and Bullying Prevention Initiatives

While bullying prevention programs appear to be decreasing the number of bullying incidents overseas, bullying prevention programs here in Canada have not been proving as effective. Evaluations of bullying prevention programs often focus on the outcomes and neglect to examine the training regimen for teachers. As teachers are on the front lines of bullying prevention programs, the current study explored teachers’ beliefs about the various types of bullying, their perceptions of their own abilities (e.g., teacher bullying prevention efficacy (TBPE), self-concept, and theory of mind) to implement bullying prevention initiatives, and how the school climate may influence their efficacy beliefs. Participants in the current study were 61 Canadian teachers (n = 51 women), predominantly from Ontario. Participating teachers represented all elementary division levels (primary, junior, and intermediate). Participants’ teaching experience ranged from zero years of teaching (pre-service) to 28 years of experience (M = 10.50, SD = 7.35). It was found that participants reported a relatively high TBPE score, which was related to their likely intervention in cyberbullying situations but not for other forms of bullying situations. It was found that teachers were most likely to intervene in physical bullying than verbal, relational, and cyberbullying, respectively. TBPE was influenced by the school climate. Teachers’ scores on the theory of mind scale was not a significant indicator of any teachers’ bullying beliefs. Analyses exploring the relationship between bullying beliefs and self-concept, morality predicted teachers TBPE scores and the likelihood of intervention. Teachers’ recommendations for bullying prevention training and school bullying prevention programs were explored. Results are discussed in terms of implications for practice and future research.

Instrument of Protest from Edward Barrori Palmer

Instrument of protest from Edward Barrori Palmer, Notary Public of Oakville regarding a protest by Samuel Sutherland, Master of the schooner Elizabeth and Charles McEacherin, mate. The schooner belonged to the Port of Niagara. It set sail from Port Credit to the Port of Niagara. On the 15th day of May there was a violent storm. On the 16th day of May, part of the deck and cargo consisting of lumber went overboard. The mainsail was lost and the jib was split due to the wind. All losses and damages should be borne by the merchants and whomever else it concerned and not by or through the insufficiency of the schooner of neglect by the officers and mariners. This is a 2 ½ page handwritten document, May 16, 1837.

Letter from Port Robinson to Mr. Bell

Letter from Port Robinson to Mr. Bell acknowledging the receipt for the affidavits which were sent. The writer says that he is not the owner of the land as Mr. Bell supposes. The writer is anxious for this matter to be brought before the committee and says that this matter has been 2 years in Mr. Steer’s hands in neglect. [The letter is unsigned, but the writer is probably Samuel D. Woodruff], April 10, 1849.

Les politiques commerciales, industrielles, régionales, et d'adaptation dans le Rapport de la Commission MacDonald: un Commentaire

The effect of long discussions between commissioners with divergent views on certain issues is obvious in the report: it is more oriented towards the short term than expected. Undue attention was paid to trade liberalization with the U.S., a region of the world which the report describes as one in relative decline. The report does not deal with a scenario wherein trade liberalization with the U.S.A. is seen as a necessary transitory measure leading towards diversification of Canada's trade relation away from North America. Such an examination would point to a different approach to the U.S.A. in the short term. The report does not deal with services, information and te telecommunication which are fundamental to the economic development of Canada. There is also overemphasis on commercial policy and relative neglect on the use of domestic policies, among them industrial policy, in the pursuit of Canada's objectives. The report notes the interdependence between commercial and domestic policies and rightly recommend that provinces must, as a consequence, be involved in trade liberalization discussions. It is argued that the report underestimates the pressures for extra- territorial application of U.S. policies to Canada and the pressure for harmonization of policies which would follow trade liberalization. The report pays no attention to the implications of offshore investment going primarily to the U.S.A. and does not pay adequate attention to the role of investment to deal with adjustment problems. Available studies would have allowed the commissioners to clarify the determinants of investment decisions by Canadian head offices who have established subsidiaries in the U.S.A. but they were not examined. Little attention was paid to the role of transnationals and intrafirm trade in examining the implications of trade liberalization. The importance given to the reduction of regional disparities in earned incomes is welcome. However, the recommandation to leave regional development to provinces and municipalities denies the importance of national policies in the attainment of regionalization job equilization the impact of new CAD-CAM-telecommunications technologies on location decisions for the production of goods and services was not examined. Nor were the extent of and changes in interregional (i.e. interprovincial and more particularly province-state) trade flows examined. Knowledge of these patterns is essential in the formulation of industrial and adjustment policies in light of trade liberalization. The report recommends passive industrial adjustment policies focussed on the U.S., a reflection of the concern of the commissioners for the short term and the U.S.A. The implementation of the report's recommendations would lead to a centralization of economic power at the nationallevel, hence the need to establish a renewed senate to favour the formulation of regionally sensitive national policies.

The carriers responsibilities and immunities under the Hague and Hamburg rules

Toujours en évolution le droit maritime est constamment en train de se moderniser. Depuis ses débuts Ie droit maritime essaie de s'adapter aux réalités de son temps. Le changement fut lent et difficile à atteindre. Au départ la pratique voulait qu'un transporteur maritime puisse échapper à presque toute responsabilité. L'application des coutumes du domaine et du droit contractuel avait laissé place aux abus et aux inégalités de pouvoir entre transporteurs maritimes et chargeurs/propriétaires de marchandises. La venue du vingtième siècle changea tout. L'adoption des Règles de la Haye, Haye / Nisby et Hambourg a transforme Ie système de transport de marchandise par mer tel qu'on Ie connaissait jusqu'à date. Ainsi une évolution graduelle marqua l'industrie maritime, parallèlement Ie droit maritime se développa considérablement avec une participation judiciaire plus active. De nos jours, les transporteurs maritimes sont plus responsables, or cela n'empêche pas qu'ils ne sont pas toujours capables de livrer leurs cargaisons en bonne condition. Chaque fois qu'un bateau quitte Ie port lui et sa cargaison sont en danger. De par ce fait, des biens sont perdus ou endommages en cours de route sous la responsabilité du transporteur. Malgré les changements et l'évolution dans les opérations marines et l'administration du domaine la réalité demeure telle que Ie transport de marchandise par mer n' est pas garanti it. cent pour cent. Dans les premiers temps, un transporteur maritime encourait toutes sortes de périls durant son voyage. Conséquemment les marchandises étaient exposées aux pertes et dangers en cours de route. Chaque année un grand nombre de navires sont perdu en mer et avec eux la cargaison qu'ils transportent. Toute la modernisation au monde ne peut éliminer les hauts risques auxquels sont exposes les transporteurs et leurs marchandises. Vers la fin des années soixante-dix avec la venue de la convention de Hambourg on pouvait encore constater que Ie nombre de navires qui sont perdus en mer était en croissance. Ainsi même en temps moderne on n'échappe pas aux problèmes du passe. "En moyenne chaque jour un navire de plus de 100 tonneaux se perd corps et biens (ceci veut dire: navire et cargaison) et Ie chiffre croit: 473 en 1978. Aces sinistres majeurs viennent s'ajouter les multiples avaries dues au mauvais temps et les pertes pour de multiples raisons (marquage insuffisant, erreurs de destination...). Ces périls expliquent : (1) le système de responsabilité des transporteurs ; (2) la limitation de responsabilité des propriétaires de navires; ... " L'historique légal du système de responsabilité et d'indemnité des armateurs démontre la difficulté encourue par les cours en essayant d'atteindre un consensus et uniformité en traitant ses notions. Pour mieux comprendre les différentes facettes du commerce maritime il faut avoir une compréhension du rôle des armateurs dans ce domaine. Les armateurs représentent Ie moyen par lequel le transport de marchandises par mer est possible. Leur rôle est d'une importance centrale. Par conséquent, le droit maritime se retrouve face à des questions complexes de responsabilités et d'indemnités. En particulier, la validité de l'insertion de clauses d'exonérations par les transporteurs pour se libérer d'une partie ou de toutes leurs responsabilités. A travers les années cette pratique a atteint un tel point d'injustice et de flagrant abus qu'il n'est plus possible d'ignorer Ie problème. L'industrie en crise se trouve obliger d'affronter ces questions et promouvoir Ie changement. En droit commun, l'armateur pouvait modifier son obligation prima facie autant qu'il le voulait. Au cours des ans, ces clauses d'exception augmentaient en nombre et en complexité au point qu'il devenait difficile de percevoir quel droit on pouvait avoir contre Ie transporteur. Les propriétaires de marchandise, exportateurs et importateurs de marchandises i.e. chargeurs, transporteurs, juristes et auteurs sont d'avis qu'il faut trouver une solution relative aux questions des clauses d'exonérations insérées dans les contrats de transport sous connaissement. Plus précisément ces clauses qui favorisent beaucoup plus les armateurs que les chargeurs. De plus, depuis longtemps la notion du fardeau de preuve était obscure. Il était primordial pour les pays de chargeurs d'atteindre une solution concernant cette question, citant qu'en pratique un fardeau très lourd leur était impose. Leur désir était de trouver une solution juste et équitable pour toutes les parties concernées, et non une solution favorisant les intérêts d’un coté seulement. Le transport par mer étant en grande partie international il était évident qu'une solution viable ne pouvait être laissée aux mains d'un pays. La solution idéale devait inclure toutes les parties concernées. Malgré le désir de trouver une solution globale, le consensus général fut long à atteindre. Le besoin urgent d'uniformité entre les pays donna naissance à plusieurs essais au niveau prive, national et international. Au cours des ans, on tint un grand nombre de conférences traitant des questions de responsabilités et d'indemnités des transporteurs maritimes. Aucun succès n'est atteint dans la poursuite de l'uniformité. Conséquemment, en 1893 les États Unis prennent la situation en mains pour régler le problème et adopte une loi nationale. Ainsi: «Les réactions sont venues des États Unis, pays de chargeurs qui supportent mal un système qui les désavantage au profit des armateurs traditionnels, anglais, norvégiens, grecs... Le Harter Act de 1893 établit un système transactionnel, mais impératif... »2 On constate qu'aux États Unis la question des clauses d'exonérations était enfin régie et par conséquent en grande partie leur application limitée. L'application du Harter Act n'étant pas au niveau international son degré de succès avait des limites. Sur Ie plan international la situation demeure la même et Ie besoin de trouver une solution acceptable pour tous persiste. Au début du vingtième siècle, I'utilisation des contrats de transport sous connaissement pour Ie transport de marchandise par mer est pratique courante. Au coeur du problème les contrats de transport sous connaissement dans lesquels les armateurs insèrent toutes sortes de clauses d'exonérations controversées. II devient évident qu'une solution au problème des clauses d'exonérations abusives tourne autour d'une règlementation de l'utilisation des contrats de transport sous connaissement. Ainsi, tout compromis qu'on peut envisager doit nécessairement régir la pratique des armateurs dans leurs utilisations des contrats de transport sous connaissement. Les années antérieures et postérieures à la première guerre mondiale furent marquées par I'utilisation croissante et injuste des contrats de transport sous connaissement. Le besoin de standardiser la pratique devenait alors pressant et les pays chargeurs s'impatientaient et réclamaient l'adoption d'une législation semblable au Harter Act des États Unis. Une chose était certaine, tous les intérêts en cause aspiraient au même objectif, atteindre une acceptation, certitude et unanimité dans les pratiques courantes et légales. Les Règles de la Haye furent la solution tant recherchée. Ils représentaient un nouveau régime pour gouverner les obligations et responsabilités des transporteurs. Leur but était de promouvoir un système bien balance entre les parties en cause. De plus elles visaient à partager équitablement la responsabilité entre transporteurs et chargeurs pour toute perte ou dommage causes aux biens transportes. Par conséquent, l'applicabilité des Règles de la Haye était limitée aux contrats de transport sous connaissement. Avec le temps on a reconnu aux Règles un caractère international et on a accepte leur place centrale sur Ie plan global en tant que base des relations entre chargeurs et transporteurs. Au départ, la réception du nouveau régime ne fut pas chaleureuse. La convention de la Haye de 1924 fut ainsi sujette à une opposition massive de la part des transporteurs maritimes, qui refusaient l'imposition d'un compromis affectant l'utilisation des clauses d'exonérations. Finalement Ie besoin d'uniformité sur Ie plan international stimula son adoption en grand nombre. Les règles de la Haye furent pour leur temps une vraie innovation une catalyse pour les reformes futures et un modèle de réussite globale. Pour la première fois dans 1'histoire du droit maritime une convention internationale régira et limitera les pratiques abusives des transporteurs maritimes. Les règles ne laissent pas place aux incertitudes ils stipulent clairement que les clauses d'exonération contraire aux règles de la Haye seront nulles et sans valeur. De plus les règles énoncent sans équivoque les droits, obligations et responsabilités des transporteurs. Néanmoins, Ie commerce maritime suivant son cours est marque par le modernisme de son temps. La pratique courante exige des reformes pour s'adapter aux changements de l'industrie mettant ainsi fin à la période d'harmonisation. Les règles de la Haye sous leur forme originale ne répondent plus aux besoins de l'industrie maritime. Par conséquent à la fin des années soixante on adopte les Règles de Visby. Malgré leur succès les règles n'ont pu échapper aux nombreuses critiques exprimant l'opinion, qu'elles étaient plutôt favorables aux intérêts des transporteurs et au détriment des chargeurs. Répondant aux pressions montantes on amende les Règles de la Haye, et Ie 23 février 1968 elles sont modifiées par Ie protocole de Visby. Essayant de complaire à l'insatisfaction des pays chargeurs, l'adoption des Règles de Visby est loin d'être une réussite. Leur adoption ne remplace pas le régime de la Haye mais simplement met en place un supplément pour combler les lacunes du système existant. Les changements qu'on retrouve dans Visby n'étant pas d'une grande envergure, la reforme fut critiquée par tous. Donnant naissance à des nouveaux débats et enfin à une nouvelle convention. Visby étant un échec, en 1978 la réponse arrive avec l'instauration d'un nouveau régime, différent de son prédécesseur (Hay/Haye-Visby). Les Règles de XI Hambourg sont Ie résultat de beaucoup d'efforts sur Ie plan international. Sous une pression croissante des pays chargeurs et plus particulièrement des pays en voie de développement la venue d'un nouveau régime était inévitables. Le bon fonctionnement de l'industrie et la satisfaction de toutes les parties intéressées nécessitaient un compromis qui répond aux intérêts de tous. Avec l'aide des Nations Unis et la participation de toutes les parties concernées les Règles de Hambourg furent adoptées. Accepter ce nouveau régime impliqua le début d'un nouveau système et la fin d'une époque centrée autour des règles de la Haye. II n'y a aucun doute que les nouvelles règles coupent les liens avec Ie passe et changent Ie système de responsabilité qui gouverne les transporteurs maritimes. L'article 4(2) de la Haye et sa liste d'exception est éliminé. Un demi-siècle de pratique est mis de coté, on tourne la page sur les expériences du passe et on se tourne vers une nouvelle future. Il est clair que les deux systèmes régissant Ie droit maritime visent Ie même but, une conformité internationale. Cette thèse traitera la notion de responsabilité, obligation et indemnisation des transporteurs maritimes sous les règles de la Haye et Hambourg. En particulier les difficultés face aux questions d'exonérations et d'indemnités. Chaque régime a une approche distincte pour résoudre les questions et les inquiétudes du domaine. D’un coté, la thèse démontrera les différentes facettes de chaque système, par la suite on mettra l'accent sur les points faibles et les points forts de chaque régime. Chaque pays fait face au dilemme de savoir quel régime devrait gouverner son transport maritime. La question primordiale est de savoir comment briser les liens du passe et laisser les Règles de la Haye dans leur place, comme prédécesseur et modèle pour Ie nouveau système. Il est sûr qu'un grand nombre de pays ne veulent pas se départir des règles de la Haye et continuent de les appliquer. Un grand nombre d'auteurs expriment leurs désaccords et indiquent qu'il serait regrettable de tourner le dos à tant d'années de travail. Pour se départir des Règles de la Haye, il serait une erreur ainsi qu'une perte de temps et d'argent. Pendant plus de 50 ans les cours à travers Ie monde ont réussi à instaurer une certaine certitude et harmonisation sur Ie plan juridique. Tout changer maintenant ne semble pas logique. Tout de même l'évident ne peut être ignorer, les Règles de la Haye ne répondent plus aux besoins du domaine maritime moderne. Les questions de responsabilité, immunité, fardeau de preuve et conflit juridictionnel demeurent floues. La législation internationale nécessite des reformes qui vont avec les changements qui marque l'évolution du domaine. Les précurseurs du changement décrivent les Règles de la Haye comme archaïques, injustes et non conforme au progrès. Elles sont connues comme Ie produit des pays industrialises sans l'accord ou la participation des pays chargeurs ou en voie de développement. Ainsi I'adoption des Règles de Hambourg signifie Ie remplacement du système précédent et non pas sa reforme. L'article 5(1) du nouveau système décrit un régime de responsabilité base sur la présomption de faute sans recours à une liste d'exonération, de plus les nouvelles règles étendent la période de responsabilité du transporteur. Les Règles de Hambourg ne sont peut être pas la solution idéale mais pour la première fois elle représente les intérêts de toutes les parties concernées et mieux encore un compromis accepte par tous. Cela dit, il est vrai que Ie futur prochain demeure incertain. II est clair que la plupart des pays ne sont pas presses de joindre ce nouveau régime aussi merveilleux soit-il. Le débat demeure ouvert Ie verdict délibère encore. Une chose demeure sure, l'analyse détaillée du fonctionnement de Hambourg avec ses défauts et mérites est loin d'être achevée. Seulement avec Ie recul on peut chanter les louanges, la réussite ou I'insuccès d'un nouveau système. Par conséquent, Ie nombre restreint des parties y adhérents rend l'analyse difficile et seulement théorique. Néanmoins il y'a de l'espoir qu'avec Ie temps l'objectif recherche sera atteint et qu'un commerce maritime régi par des règles et coutumes uniformes it. travers Ie globe sera pratique courante. Entre temps la réalité du domaine nous expose it. un monde divise et régi par deux systèmes.