Confidentialité et sécurité pour les applications de télémédecine en droit européen

L’auteur traite ici de la télémédecine, une sorte d’application des technologies de l’information et de la communication aux activités du secteur des soins de santé. Il fait d’abord état des nombreux produits et services qu’offre cette application, allant de la prise de rendez-vous chez le médecin grâce à l’informatique, aux vêtements dits intelligents et qui sont munis de capteurs permettant la délivrance à distance des médicaments directement au patient. Le nombre d’applications de la télémédecine étant quasi illimité, nombreuses deviennent les informations à gérer et qui se rapportent tant aux patients qu’au personnel soignant et qu’à leurs collaborateurs. Cela pose évidemment le problème de la confidentialité et de la sécurité se rapportant à de telles applications. C'est justement cette question qui sera traitée par l’auteur qui nous rappelle d’abord l’importance en Europe de l’encadrement juridique de la télémédecine afin d’assurer la protection des données médicales. Une telle protection a surtout été consacrée à travers des directives émanant de la Communauté européenne où la confidentialité et la sécurité des traitements de données ne sont qu’une partie des règles qui assurent la protection des données médicales.

Pratiques et usages de l'Europe dans le maintien de la paix : la coopération franco-irlandaise au Tchad

Thèse réalisé en cotutelle avec l'Université libre de Bruxelles (Belgique)

Piraterie maritime: pas d’«internationalisation» de la fonction juridictionnelle

La crise de la piraterie maritime qui a longuement sévi au large de la Somalie est en voie de résorption, mais les pirates n’ont pas cessé leurs ataques qui se produisent désormais dans les eaux de l’Afrique de l’ouest. Pour y faire face, et traduire les pirates en justice, la Communauté internationale s’est rapidement appuyée sur les tribunaux des États de la région, tout en exigeant d’eux le respect des standards du procès équitable ainsi que des droits de l’homme. Elle s’est engagée dans un fort soutien, à la fois technique, financier et juridique, à leur action. Les résultats n’ayant pas été immédiats,  l’idée de créer une juridiction internationale, ou internationalisée, a été évoquée par le Conseil de sécurité des Nations Unies. Elle a finalement été rejetée, au profit d’un renforcement de l’action en faveur des processus judiciaires nationaux de lutte contre la piraterie.

Terrestrial implications for the maritime geoarchaeological resource: A view from the Lower Palaeolithic

Stone tools and faunal remains have been recovered from the English Channel and the North Sea through trawling, dredging for aggregates, channel clearance, and coring. These finds highlight the potential for a maritime Lower Palaeolithic archaeological resource. It is proposed here that any Lower Palaeolithic artefacts, faunal remains, and sediments deposited in the maritime zone during dry, low-stand phases were once (and may still be) contextually similar to their counterparts in the terrestrial Lower Palaeolithic records of north-western Europe. Given these similarities, can interpretive models and analytical frameworks developed for terrestrial archaeology be profitably applied to an assessment of the potential value of any maritime resource? The terrestrial geoarchaeological resource for the Lower Palaeolithic is dominated by artefacts and ecofacts that have been fluvially reworked. The spatio-temporal resolution of these data varies from entire river valleys and marine isotope stages to river channel gravel bar surfaces and decadal timescales, thus supporting a variety of questions and approaches. However, the structure of the terrestrial resource also highlights two fundamental limitations in current maritime knowledge that can restrict the application of terrestrial approaches to any potential maritime resource: (i) how have the repetitive transgressions and regressions of the Middle and Late Pleistocene modified the terrace landforms and sediments associated with the river systems of the English Channel and southern North Sea basins?; and (ii) do the surviving submerged terrace landforms and fluvial sedimentary deposits support robust geochronological models, as is the case with the classical terrestrial terrace sequences? This paper highlights potential approaches to these questions, and concludes that the fluvial palaeogeography, Pleistocene fossils, and potential Lower Palaeolithic artefacts of the maritime geoarchaeological resource can be profitably investigated in future as derived, low-resolution data sets, facilitating questions of colonisation, occupation, demography, and material culture.

Evaluation of water and energy budgets in regional climate models applied over Europe

This study presents a model intercomparison of four regional climate models (RCMs) and one variable resolution atmospheric general circulation model (AGCM) applied over Europe with special focus on the hydrological cycle and the surface energy budget. The models simulated the 15 years from 1979 to 1993 by using quasi-observed boundary conditions derived from ECMWF re-analyses (ERA). The model intercomparison focuses on two large atchments representing two different climate conditions covering two areas of major research interest within Europe. The first is the Danube catchment which represents a continental climate dominated by advection from the surrounding land areas. It is used to analyse the common model error of a too dry and too warm simulation of the summertime climate of southeastern Europe. This summer warming and drying problem is seen in many RCMs, and to a less extent in GCMs. The second area is the Baltic Sea catchment which represents maritime climate dominated by advection from the ocean and from the Baltic Sea. This catchment is a research area of many studies within Europe and also covered by the BALTEX program. The observed data used are monthly mean surface air temperature, precipitation and river discharge. For all models, these are used to estimate mean monthly biases of all components of the hydrological cycle over land. In addition, the mean monthly deviations of the surface energy fluxes from ERA data are computed. Atmospheric moisture fluxes from ERA are compared with those of one model to provide an independent estimate of the convergence bias derived from the observed data. These help to add weight to some of the inferred estimates and explain some of the discrepancies between them. An evaluation of these biases and deviations suggests possible sources of error in each of the models. For the Danube catchment, systematic errors in the dynamics cause the prominent summer drying problem for three of the RCMs, while for the fourth RCM this is related to deficiencies in the land surface parametrization. The AGCM does not show this drying problem. For the Baltic Sea catchment, all models similarily overestimate the precipitation throughout the year except during the summer. This model deficit is probably caused by the internal model parametrizations, such as the large-scale condensation and the convection schemes.

Evaluation of water and energy budgets in regional climate models applied over Europe

Abstract This study presents a model intercomparison of four regional climate models (RCMs) and one variable resolution atmospheric general circulation model (AGCM) applied over Europe with special focus on the hydrological cycle and the surface energy budget. The models simulated the 15 years from 1979 to 1993 by using quasi-observed boundary conditions derived from ECMWF re-analyses (ERA). The model intercomparison focuses on two large atchments representing two different climate conditions covering two areas of major research interest within Europe. The first is the Danube catchment which represents a continental climate dominated by advection from the surrounding land areas. It is used to analyse the common model error of a too dry and too warm simulation of the summertime climate of southeastern Europe. This summer warming and drying problem is seen in many RCMs, and to a less extent in GCMs. The second area is the Baltic Sea catchment which represents maritime climate dominated by advection from the ocean and from the Baltic Sea. This catchment is a research area of many studies within Europe and also covered by the BALTEX program. The observed data used are monthly mean surface air temperature, precipitation and river discharge. For all models, these are used to estimate mean monthly biases of all components of the hydrological cycle over land. In addition, the mean monthly deviations of the surface energy fluxes from ERA data are computed. Atmospheric moisture fluxes from ERA are compared with those of one model to provide an independent estimate of the convergence bias derived from the observed data. These help to add weight to some of the inferred estimates and explain some of the discrepancies between them. An evaluation of these biases and deviations suggests possible sources of error in each of the models. For the Danube catchment, systematic errors in the dynamics cause the prominent summer drying problem for three of the RCMs, while for the fourth RCM this is related to deficiencies in the land surface parametrization. The AGCM does not show this drying problem. For the Baltic Sea catchment, all models similarily overestimate the precipitation throughout the year except during the summer. This model deficit is probably caused by the internal model parametrizations, such as the large-scale condensation and the convection schemes.

Regina Maris and the command of the sea: the sixteenth century origins of modern maritime strategy

The concept of the command of the sea has its roots in medieval notions of the sovereignty of coastal waters, as claimed by several monarchs and polities of Europe. In the sixteenth century, a surge of intellectual creativity, especially in Elizabethan England, fused this notion with the Thucydidean term ‘thalassocracy’ – the rule of the sea. In the light of the explorations of the oceans, this led to a new conceptualisation of naval warfare, developed in theory and then put into practice. This falsifies the mistaken but widespread assumption that there was no significant writing on naval strategy before the nineteenth century.

Maritime archaeology and trans-oceanic trade : a case study of the Oranjemund Shipwreck Cargo, Namibia

Routine sand dredging for alluvial diamonds at Oranjemund on the southern coast of Namibia exposed remnants of a long forgotten Portuguese merchant ship believed to have wrecked in the 1530s. The rescue excavations yielded over 40 tons of cargo consisting of thousands of gold and silver coins, tons of copper and lead ingots, and large quantities of ivory together with food refuse, part of personal possessions and the superstructure of the ship. This paper discusses the cargo from the shipwreck. The varying provenances show that overland inter-and intra-regional networks fed into the maritime trade between Europe and the Indian sub-continent. As such, the wreck is a lens through which we can view what was happening on the seas as well as on land. Finally we consider wider issues raised by this discovery relating to the protection and management of such material wherever it may be found in future.

Report on maritime transport and the environment for Latin America

Includes bibliography

Strategies and procedures for the development of intermodal freight transport in Europe: the role of motorways of the sea services and railway terminals

Since the birth of the European Union on 1957, the development of a single market through the integration of national freight transport networks has been one of the most important points in the European Union agenda. Increasingly congested motorways, rising oil prices and concerns about environment and climate change require the optimization of transport systems and transport processes. The best solution should be the intermodal transport, in which the most efficient transport options are used for the different legs of transport. This thesis examines the problem of defining innovative strategies and procedures for the sustainable development of intermodal freight transport in Europe. In particular, the role of maritime transport and railway transport in the intermodal chain are examined in depth, as these modes are recognized to be environmentally friendly and energy efficient. Maritime transport is the only mode that has kept pace with the fast growth in road transport, but it is necessary to promote the full exploitation of it by involving short sea shipping as an integrated service in the intermodal door-to-door supply chain and by improving port accessibility. The role of Motorways of the Sea services as part of the Trans-European Transport Network is is taken into account: a picture of the European policy and a state of the art of the Italian Motorways of the Sea system are reported. Afterwards, the focus shifts from line to node problems: the role of intermodal railway terminals in the transport chain is discussed. In particular, the last mile process is taken into account, as it is crucial in order to exploit the full capacity of an intermodal terminal. The difference between the present last mile planning models of Bologna Interporto and Verona Quadrante Europa is described and discussed. Finally, a new approach to railway intermodal terminal planning and management is introduced, by describing the case of "Terminal Gate" at Verona Quadrante Europa. Some proposals to favour the integrate management of "Terminal Gate" and the allocation of its capacity are drawn up.