试论无船承运人的法律地位

发布时间：2018-03-03 02:10

本文选题：无船承运人　切入点：民事　出处：《上海海运学院》2001年硕士论文　论文类型：学位论文

【摘要】： 随着我国改革开放的深入，对外贸易迅猛发展。在外贸运输中出现了一类经营主体，他们以承运人的身份接受货主的货物托运，承担运输责任，同时他们以托运人的身份向远洋班轮公司托运上述货物，完成运输，这类主体不经营用以远洋运输的船舶，不是远洋班轮公司，但他们是承运人。美国法律将其称为无船承运人(NON VESSEL OPERATING COMMON CARRIER简称NVOCC)。近年来，在我国外贸运输中，涉及无船承运人的海运欺诈案件有上升的趋势，与无船承运人相关法律、法规尚不明确，如未经我国合法登记的无船承运人提单是否可以在我国签发，国内货运代理人企业代理签发此类提单行为是否有效等问题，法律没有明确规定。一份找不到承运人的清洁提单是此类案件的共同特征。因此，应该充分认识建立无船承运人概念的必要性和紧迫性到目前为止，我国法律并没有引进无船承运人的概念，《中华人民共和国海商法》所规定的承运人有两种：承运人和实际承运人，并没有出现无船承运人的概念，当然也就没有无船承运人的权利和义务的规定。而在行政法律，法规方面，由于我国外贸运输历史遗留的格局，将无船承运人划归货运代理人范畴，在《中华人民共和国国际海运条例》中，首次引入了无船承运人的概念，并明确了在纵向行业管理方面无船承运人的权利和义务，但该法规目前还没有颁布生效(2001年12月21日经朱昒基总理签署，该法规已颁布生效，但由于实施细则尚未由国务院交通主管部门制定，真正对无船承运人的管理尚待时日)。其他国家和地区对于无船承运人的管理是不同的，美国联邦法典第46册515部分详细规定了远洋运输中介人的执照，财政责任要求和一般责任，远洋运输中介人又分为无船承运人和货运代理人。而对于同属于远洋运输中介人的无船承运人和货运代理人的管理是严格区别的。欧洲各国有关货运代理人和无船承运人在法律中并没有特别的区分，但是，货运代理业务和无船承运业务作为两个截然不同的业务，应具备不同的经营许可和执照，在某些欧洲国家，其名称也不一样。日本对货代和无船承运人管理的相关法律为《日本货运代理行业法》，行政管辖机关是日本运输省，《日本货运代理行业法》规定，无船承运人业务即“承运人——使用”业务和货代业务是不同的，设立的标准也不同。美国法律认为无船承运人属于承运人，是运输合同的当事人，其可以通过运输活动获取利益。对无船承运人的管理内容与对公共承运人的管理内容是相似的，出发点是一致的，它们主要区别在于无船承运人被定位于远洋运输服务的“零售商”而不是 “批发商”，因此只能明码标价—一运价本公开，而不能提供批发价—一与实际货主签订服务合同，而公共承运人既是远洋运输服务的“零售商”又是“批发商”，可以签订服务合同并可以享受反垄断豁免；而货运代理人只是运输活动中的中介人，不是合同当事人，不能从运输活动本身获利，只能通过从事速遣装运的业务而从运输合同当事人（承运人或托运人）处获得佣金或代理费。无船承运人与货运代理人身份明确且必须向美国联邦海事委员会FMC登记，并提交相应的财政贡任保证，在实际操作中不允许以无船承运人和货运代理人双重身份从事一项装运业务。在我国，目前对于无船承运人和货运代理人是没有严格区分的，有关无船承运人的法律是真空。实践中，往往将无船承运人与货运代理人混为一谈，民事法律中，海商法和合同法都没有无船承运人的概念，在海事判例中，无船承运人的法律地位比照 0 承运人来处理，其责任由其签订的运输合同来确定。行政法律方面，无船承运人在国内的身份似乎仍按照货运代理人处理，而目前有关货运代理人的管理法规含糊其词，未能明确货代提单签发人的身份是承运人，在行业管理中，由于货运代理人归外经贸部管理，承运人归交通部管理，管理部门职责不明确，无船承运人的管理实际上处于失控状态。目前我国法律对无船承运人的经营资格没有严格要求，无船承运人因提单造成的损害赔偿能力的不可预见性增加了广大中国货主的贸易风险。在实际操作中，如不区分无船承运人（业务）和货运代理（业务），可能导致经营人逃避运输责任，损害货主利益，也必然产生货运代理人吃运费差价等权利义务不平等的现象。在无船承运人民事法律地位方面，无船承运人与承运人、实际承运人、货运代理人、多式联运经营人的相互关系错综复杂，，既有区别又有联系；无船承运人在同一运输过程中，既作为承运人又作为托运人，其身份有何特点，其行为能力和法律地位与 “远洋公共承运人和实际托运人有何不同；在有无船承运人参与的运输中，货主与实际承运人之间的法律关系事实上己经被无船承运人阻断，在此情况下，怎样保护货主的利益：无船承运人在运输过程中的责任和免责有何特点，上述问题，都是本论文要讨论的重点。在对无船承运人管理的法律法
[Abstract]:With the deepening of reform and opening-up, the rapid development of foreign trade in foreign trade transportation. There is a class of business entities, their owner of the consignment of goods received by the identity of the carrier, assume the responsibility of transportation, at the same time they to the identity of the shipper to the shipping company consigns the goods, transport, the main business not to ocean shipping, not liner companies, but they are the carrier. The laws of the United States called the NVOCC (NON VESSEL OPERATING COMMON CARRIER referred to as NVOCC).
In recent years, foreign trade transportation in our country, concerning NVOCC maritime fraud cases are on the rise, and the related laws of NVOCC, unclear regulations, without the NVOCC bill of lading legal registration in China can be issued in our country, the domestic freight forwarding enterprise agency issued such a bill of lading act the effectiveness of such problems, there is no explicit legal provisions. One can not find the clean bill of lading is a common feature of such cases. Therefore, we should fully understand the necessity and urgency of establishing the concept of NVOCC
So far, our law does not introduce the concept of NVOCC, "by People's Republic of China Maritime Law > the carrier has two kinds: the carrier and the actual carrier, and no concept of NVOCC, rights and obligation and no NVOCC.
The regulations in the administrative law, because of China's foreign trade transportation historical pattern, will NVOCC freight forwarder under the category, in the < People's Republic of China international shipping ", first introduced the concept of NVOCC, and clearly the rights and obligations of pipe processing of NVOCC in vertical industry, but the there is currently no regulations enacted (December 2001 21 by Premier Zhu Huji signed, the regulations have been enacted, but because the rules have not been formulated by the transportation department under the State Council on NVOCC management still need time).
For the management of NVOCC in other countries and regions are different, the United States Code, forty-sixth copies of the 515 part of the detailed provisions of the ocean transportation intermediary license, financial responsibility and general liability, ocean transportation intermediary is divided into NVOCC and freight forwarders. But strict distinction in belonging to the ocean transportation intermediary the NVOCC and freight forwarder management. The European freight forwarder and NVOCC in the law and no special distinction, but the freight forwarding business and NVOCC business as two completely different business, should have different license and license, in some European countries, its name is is not the same. The relevant laws of Japan to the forwarder and NVOCC management as "Japan freight forwarding industry law, administrative authority is the Ministry of transport of Japan," Japan freight forwarding industry Law stipulates that the non ship carrier business is different from the "carrier - use" business and the freight forwarding business, and the standards set up are different.
The US law considers that the NVOCC belongs to the carrier, and it is the litigant of the transport contract. It can get profits through transportation activities. The content of the NVOCC's management is similar to the content of the public carrier's management.
It is the same, and the main difference lies in the "retailer" that the NVOCC is located in the ocean transportation service instead of
"Wholesalers", so only the price tag - a price for the public, and does not provide the wholesale price and the actual owner - A
The service contract is signed, and the public carrier is both the "retailer" and the "wholesaler" of the ocean transportation service.
A service contract is signed and an antitrust exemption can be enjoyed; and a freight forwarder is only a broker in the transport activity, not
The parties to the contract can not make a profit from the transport itself, but from the contract of transport only through the business that is engaged in the rapid shipment.
The Party (carrier or shipper) has a commission or agency fee. The identity of the NVOCC and the freight agent is clear.
And must be registered with the Federal Maritime Commission FMC of the United States and submit the corresponding financial tribute guarantee in practice.
It is not allowed to engage in a shipment business in the dual identity of the non ship carrier and the freight forwarder.
In our country, there is no strict distinction between NVOCC and freight forwarders at present, related to NVOCC
The law is a vacuum. In practice, the non ship carrier is often confused with the freight forwarder, and the sea is in the civil law.
Neither the commercial law nor the contract law has the concept of the ship's carrier, and in maritime jurisprudence, the legal status of the NVOCC is compared.
Zero
The liability of the carrier is determined by the contract of transport signed by the carrier. In administrative law, the NVOCC is in the country.
The identity still seems to be in accordance with the freight forwarder, and the freight agent management regulations talk ambiguously,
It is not clear that the identity of the issuer of the bill of lading is the carrier. In the management of the trade, the freight forwarder will return to the foreign trade.
The management of the Ministry of transport, the carrier is managed by the Ministry of transportation, the responsibilities of the management department are not clear, and the management of the NVOCC is in fact in fact
Out of control state. At present, China's law has no strict requirements for the operation of the NVOCC, and the NVOCC is due to the bill of lading.
The unpredictability of the damage compensation capacity increases the trade risk of the large Chinese cargo owners. In practical operations,
In the absence of a non ship carrier (business) and a cargo agent (business), the operator may escape the liability of transport,
The damage to the interests of the owner will inevitably result in the unequal rights and obligations of the freight forwarder to eat the freight price difference.
The NVOCC and the carrier, the actual carrier, the freight forwarder in the legal status of the people's affairs without ship
People, the relationship between the multimodal transport operator perplexing, there are differences and relations between NVOCC in the same operation;
In the process of transmission, the identity of both the carrier and the shipper has its characteristics, its behavior and legal status and its legal status.
"What is the difference between the ocean public carrier and the actual shipper; in the transport of the carrier, the owner and the reality
In fact, the legal relationship between the carrier has been blocked by the NVOCC. In this case, how to protect the owner of the carrier
Interest: what are the characteristics of the liability and disclaimer of the NVOCC in the course of transportation, all of which are to be discussed in this paper.
The key point of the theory.
Legal law on the management of the NVOCC

【学位授予单位】：上海海运学院
【学位级别】：硕士
【学位授予年份】：2001
【分类号】：D922.294

【引证文献】