论海上货物运输中承运人的识别

发布时间：2018-01-31 06:10

本文关键词： 承运人实际承运人识别海牙规则无船承运人　出处：《上海海事大学》2003年硕士论文　论文类型：学位论文

【摘要】：承运人的识别问题是海商法中一个传统的研究课题，历来就受到国内外航运界和法学界的关注。同一运输过程，往往要由许多人参与才能完成，如船舶所有人、租船人、无船承运人、甚至是船代、货代。但这些与该项运输有关系的人，并不一定都要承担承运人的责任。那么究竟应该依据什么样的标准，将谁识别为承运人，就是本文探讨的海上货物运输中承运人的识别问题。本论文共分为六部分。第一部分：引言。主要说明承运人识别问题产生的渊源，包括国际货运立法不统一的现状、承运人定义的多样性和实践中识别承运人的困难三个方面，并以此作为本论文研究的基础。第二部分：《海牙规则》中承运人的识别。本部分以《海牙规则》第一条(a)款中承运人的定义为依据，探讨哪些人能成为《海牙规则》所定义的承运人。首先阐述了《海牙规则》第一条(a)款的含义。接着就船舶所有人、租船人、船代、货代能成为承运人的情形分别予以讨论。最后则探讨了影响承运人识别的提单条款，并分别论述了这些条款的效力。第三部分：《汉堡规则》在承运人识别问题上的改革。本部分介绍了《汉堡规则》在承运人识别问题上的解决办法。共分为两部分讨论，一是将承运人区分为契约承运人和实际承运人；二是以海上货物运输合同作为公约的适用对象。第四部分：承运人识别问题的新发展。本部分主要介绍了美国1999海上货物运输法以及CMI海上货物运输法建议稿在承运人识别问题上的最新进展。主要对承运人的定义和识别方法作了详细的讨论。这两部法律都是海上货物运输法领域的最新成果，虽然尚未成为正式法案，但其中关于承运人的问题已经相对成熟，，并能符合当今航运业发展的需要。第五部分：我国《海商法》下承运人的识别问题。首先依据我国《海商法》的规定并结合法院的案例，归纳出我国《海商法》下承运人的认定标准。接着阐述了实际承运人在我国《海商法》中的地位，讨论了不同情况下实际承运人的识别，并对实际承运人制度的完善提出了若干建议。最后结合我国新近出台的《中华人民共和国国际海运条例》中无船承运人的定义，把无船承运人与货运代理人、实际承运人以及多式联运经营人分别作了比较，并详细论述了无船承运人的识别问题。第六部分：结论。对前述各部分的内容作了归纳性的总结，提出了本论文获得的主要结论和研究成果。本论文采用纵向比较的方法，对承运人识别问题的发展作了较全面的论述，并对不同公约下承运人的识别问题进行了比较，从而有助于系统地研究承运人的识别问题。在此基础上笔者对究竟如何解决承运人的识别问题特别是如何解决我国海商法领域中承运人的识别问题提出了自己的观点。尽管这些观点并不能解决实践中所有有关承运人识别的问题，但希望至少对这一问题的研究尽一点微薄之力。
[Abstract]:Identification of carrier is a traditional research topic in maritime law, has always been on the domestic shipping and legal circles. The same transport process, needs the participation of many parties, such as the shipowner, charterer, NVOCC, or shipping, freight forwarding. But these are the relationship between the transport of people, does not necessarily have to bear the responsibility of the carrier. So what should be based on what criteria, who will be identified as the carrier, the carrier is the maritime transport of goods in recognition.
This paper is divided into six parts.
The first part: introduction. It mainly explains the origin of carrier identification, including the status quo of the international freight legislation is not unified, the definition of carrier is diverse, and the difficulties of identifying the carrier in practice are three aspects.
The second part: "Hague rules in identifying the carrier. This part in" Hague rules Article 1 (a) is defined in paragraph according to the study, which can be defined by the Hague Rules > < < carrier. First elaborated the Hague Rules > 1 (a), then the meaning. The shipowner, charterer, shipping, freight forwarding can become the carrier separately discussed. Finally discusses the influence of bill of lading clause identification of carrier, and discusses the validity of these terms.
The third part: "Hamburg Rules for identification of the carrier in the reform. This part introduces the solution" Hamburg Rules "in the identification of carrier. The discussion is divided into two parts, one is distinguishes the carrier as the contractual carrier and the actual carrier; two is the marine cargo transport contract as the applicable object of the Convention.
The fourth part: the new development of the carrier identification problem. This part introduces the latest progress in identification of the carrier in the carriage of goods by sea and the 1999 carriage of goods by sea. The main CMI draft definition and identification methods of the carrier are discussed in detail. The two laws are the latest achievements in the field of the sea law of carriage of goods, although has not yet become a formal act, but the carrier is relatively mature, and can meet the needs of the development of the shipping industry.
The fifth part: identification of carrier in China Maritime Law >. < < first according to the provisions of China Maritime Law > and court cases, summed up the identification standard of the carrier of China's Maritime Law > <. Then describes the status of the actual carrier in China's "maritime law >, discusses recognition the actual carrier under different conditions, and puts forward some suggestions on the consummation of the actual carrier. Finally, based on the definition of NVOCC in China recently issued" Regulations of People's Republic of China international maritime ", the NVOCC and freight forwarder, the actual carrier, multimodal transport operator were compared and discussed in detail the recognition the problem of NVOCC.
The sixth part: conclusion. The summary of the contents of the foregoing parts is summed up, and the main conclusions and research results obtained in this paper are put forward.
In this paper, the method of vertical comparison is used to make a comprehensive discussion on the development of the carrier identification problem.
In addition, the identification of carriers under different conventions is compared, which helps to systematically study the carrier.
On the basis of this, how to solve the identification problem of the carrier, especially how to solve the problem
The identification of carriers in the field of national maritime law has made its own point of view. Although these views are not solved
All the questions about the identification of the carrier in practice, but it is hoped that at least the study of this problem is a little bit thin.
Power.

【学位授予单位】：上海海事大学
【学位级别】：硕士
【学位授予年份】：2003
【分类号】：D996.19;D922.294

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