实际承运人制度若干问题研究

发布时间：2018-05-18 13:13

本文选题：实际承运人 + 承运人　；参考：《上海海事大学》2004年硕士论文

【摘要】：实际承运人的概念最早出现于航空运输领域。在海上货物运输领域无论是《海牙规则》还是《维斯比规则》都没有实际承运人的概念。但是随着现代海上货物运输分工的不断加强，近年来，经常出现由承运人承揽货物并与货方订立合同，然后将运输任务全部或部分地交给另一承运人完成的情况。因此，《汉堡规则》便对实际承运人的法律问题做出了专门的规定，我国《海商法》在第四章中也效仿《汉堡规则》规定了实际承运人的概念。目前在各国立法中，除我国外，也还仅限于北欧四国和《汉堡规则》的参加国等少数国家规定了实际承运人的概念。不过已经有越来越多的国家关注实际承运人制度，如美国在1999年的海上货物运输法草案中采用了履约承运人的概念。在《CMI统一运输法草案》中，借鉴《汉堡规则》和美国海上货物运输法草案，出现了履约方的概念。引入实际承运人的概念虽然有力保障了国际海上货物运输有关当事人的合法利益，但是由于这一制度在海商法领域产生时间不久，法律规定自身不够完善，定义用语不够准确使得对“委托”、“转委托”及“从事运输”的理解存在颇多争议。其次，在理论界对实际承运人责任性质的认识存在分歧，因此在实践中的运用也较为混乱，没有充分发挥这一制度的积极作用。本文第一部分笔者先从实际承运人概念入手，解释实际承运人的含义，提出对我国《海商法》中的实际承运人的定义应作如下理解：第一，实际承运人与承运人之间存在委托关系，这种委托不限于委托代理合同。其具体形式一般表现为货运合同，航次租船合同或者定期租船合同等。第二，实际承运人必须亲自进行了货物运输。第三，定义中的运输专指海上运输。第二部分实际承运人的识别。笔者认为应以承运人的识别为基础，依具体情况来分析。概括地说：(1)在班轮运输的情况下一般不会出现实际承运人，但是如果在海上联运或转船提单下，或虽签发了直达提单但因意外而转船的情况下会出现实际承运人。(2)在租船的情况下，承租人属于合同承运人，而出租人则属于实际承运人，因为货物最终是由出租人完成运输的。在承租人租船运输自己的货物时，承租人即是托运人，与出租人(船东)之间是海上货物运输合同关系。当提单流转到收货人手中时，收货人与出租人之间是提单关系，出租人是承运人，不存在实际承运人。(3)在无船承运人作为船舶经营人签发提单时，他是合同承运人，各区段的承运人是实际承运人。如果无船承运人作为货运代理人时，由船公司签发提单，船公司是承运人，他用自己摘要的船运输的情况下不存在实际承运人，若租船运输则出租人是实际承运人。第三部分关于实际承运人的权利义务问题。我国《海商法》中对实际承运人的权利及义务的规定不够明确，尤其是实际承运人的权利，笔者认为应该明文列出。在其对托运人承担责任的问题上应该突破合同相对性原则的限制，引入系列合同的理论，使运输合同的托运人可以以违约起诉实际承运人。关于实际承运人对收货人承担责任的依据，笔者认为应该以提单关系来解释。最后，笔者认为《海商法》对于有关实际承运人的诉讼时效的规定存在漏洞，建议在《海商法》修改时予以补充，并建议加入有关协议延长诉讼时效的规定。笔者希望能够通过本文的论述，帮助各方当事人正确理解和适用实际承运人制度，，并能够对今后的航运实践及司法审判提供一些参考。
[Abstract]:In recent years , the concept of the actual carrier has been established in the field of transport of goods by sea . However , in recent years , there have been more and more countries paying attention to the actual carrier ' s concept . However , there are more and more countries paying attention to the actual carrier system . However , there are more and more countries paying attention to the actual carrier system . In the draft CMI Uniform Transport Law , the concept of the performing party has been developed by using the Hamburg Rules and the draft United States draft law on the carriage of goods by sea .

The introduction of the concept of the actual carrier effectively guarantees the legitimate interests of the parties involved in the international carriage of goods by sea , but because the system is not perfect enough in the field of maritime law , the definition of the term is not perfect enough so that the understanding of the " delegation " , " transfer commission " and " engaged in transportation " is controversial . Second , there is a difference in the understanding of the nature of the actual carrier ' s responsibility in the theoretical circle , so the application in practice is also confusing and does not give full play to the positive role of the system .

In the first part , the author begins with the concept of actual carrier , explains the meaning of the actual carrier , and puts forward that the definition of the actual carrier in China ' s maritime commercial law should be understood as follows : First , there is a trust relationship between the actual carrier and the carrier , which is not limited to the entrusted agency contract .

In the case of a charter party , the lessee is the carrier of the contract and the lessor is the actual carrier .

Summary

The actual carrier does not exist in the case of ship transportation , and the lessor is the actual carrier if the charter party is transported .

The third part deals with the rights and obligations of the actual carrier .

The provisions of the benefits and obligations are not clear enough , particularly the rights of the actual carrier , and the author believes that it should be expressly listed below .

On the issue of liability of the shipper , the limitation of the principle of relativity of the contract should be broken , and the theory of the series contract should be introduced .

The shipper of the contract of carriage may sue the actual carrier in default . The actual carrier is liable to the consignee

The author believes that the relationship of L / L should be interpreted .

In the end , the author thinks that there is a flaw in the stipulation of the statute of limitation of the actual carrier , the author argues that there is a flaw in the statute of limitation of action of the actual carrier .

It is suggested that the amendment of the Law of Maritime Law should be supplemented , and it is suggested that the relevant agreements should be added to extend the statute of limitation of action .

The author hopes to help the parties understand and apply the actual carrier system correctly through the discussion in this paper

It can provide some reference for future shipping practice and judicial trial .
【学位授予单位】：上海海事大学
【学位级别】：硕士
【学位授予年份】：2004
【分类号】：D922.294;D996.19

【参考文献】