论我国无船承运人管理制度的不足和完善

发布时间：2018-05-18 14:13

本文选题：无船承运人 + 国际货运代理　；参考：《华东政法大学》2008年硕士论文

【摘要】： 无船承运人是从国际贸易中分离出来的专门为托运人提供国际海洋运输的服务供应商。他同有船承运人的区别在于后者拥有(或者经营)船舶,而无船承运人则不然。因此,在民商法上,无船承运人是托运人的承运人,同时也是有船承运人的托运人。其间存在着两个背对背的国际海运合同,它们分别是： 1.无船承运人和有船承运人之间的海运合同(有船合同)； 2.无船承运人和实际托运人(货主)之间的海运合同(有货合同) 由此看来,无船承运人的法律地位是在服务贸易领域中的行纪人。而国际货运代理人是为帮助货主(托运人)完成进出口相关事务,例如海关申报、动植物检疫、安排卡车运输等的服务提供商。从民商法范畴来讲国际货运代理人只和货主有权利义务关系,他只是货主(托运人)的代理人。事实上,这个代理合同并不包含实质意义上的涉外因素。我国现行的可以规范无船承运人的行政管理的规范性法律文件有国务院的《国际海运条例》、交通部的《国际海运条例实施细则》、商务部(原外经贸部)的《国际货运代理业管理办法》及其《实施细则》。在两部门的各自的《实施细则》中分别对无船承运人和国际货运代理的经营范围用列举的方法作了描述。比较两者后不难发现两类行业的经营范围是重叠的,由此可知两部门的规章将两类本来不同的业务混淆起来,造成事实上的两部规章同时规范无船承运人的局面。商务部的行政管理方式有事前的行政许可——颁发《国际货物运输代理企业批准证书》,同时要求提单登记。交通部的行政管理方式有事前的行政许可——颁发《无船承运经营业务经营资格登记证》、缴纳保证金、提单登记和事后的日常监管。目前我国关于无船承运人行政管理制度的不足主要有： 1.设定行政许可的合法性查《行政许可法》,可以设定行政许可的规范性法律文件有法律、行政法规、地方性法规和省级人民政府规章(临时性的行政许可)。同时,查《行政许可法》关于可以设定行政许可的事项的规定,无船承运人也不在法律罗列的五项标准里。因此商务部和交通部在自己的部门规章里设定针对无船承运人的行政许可不但违背了《行政许可法》关于主体资格的规定,而且也违背的关于设定行政许可的必要性的规定。 2.双头重叠管理由于商务部和交通部同时设定了两个准入门槛不同行政许可,就造成了两个审核部门间的竞争。其结果首先是设定高门槛的审核主体(商务部)的监管目的落空,其次是市场上的“劣币驱逐良币”,最后是使得托运人无所适从。 3.保证金制度在民商法范畴里,保证金制度违背了“物权法定”原则；在行政法范畴里,保证金制度违背了“合理行政原则”和“行政处罚不得事先进行”的原则；在经济法范畴里,保证金制度侵害了企业自主经营权。基于以上分析,笔者提出了完善无船承运人管理制度的建议： 1.厘清无船承运人和货运代理人的法律概念； 2.厘清相互冲突的行政规范； 3.厘清行政主管机关； 4.加强行业自律组织的作用 5.完善保证金缴纳形式综上所述,笔者认为我国的无船承运人管理制度应当是：首先,《海商法》关于实际承运人之规定是无船承运业存在的法律意义上的逻辑起点。其次,国务院的《国际海运条例》需要明确规定无船承运人的主管机关应当是商务部,而非交通部。同时应当授权无船承运人协会作为行业自律组织负责无船承运市场的日常监管。无船承运人协会应当要求协会成员提供责任担保。责任担保的金额可以由成员自己决定,但是不得低于80万人民币,并且应当公示。责任担保的形式应当灵活,可以是保证金,也可以是不动产抵押或购买商业保险等。这样我们就可以建立一个以法律、行政法规为行业基础,以行业自律组织进行日常监督管理的无船承运业体系。
[Abstract]:A NVOCC is a service provider separated from international trade specially for the shipper to provide international marine transport. The difference between the shipper and the shipper is that the latter owns (or operates) the ship, while the non ship carrier is not.
Therefore, in the civil and commercial law, the NVOCC is the carrier of the shipper and the shipper of the shipper. There are two international shipping contracts back to back, which are:
1. the shipping contract between the NVOCC and the vessel carrier (a ship contract);
2. ocean shipping contract between NVOCC and actual shipper (consignor)
In view of this, the NVOCC's legal status is a broker in the field of service trade.
An international freight forwarder is a service provider for the purpose of helping the cargo owner (shipper), such as customs declaration, animal and plant quarantine, and truck transportation. In the context of civil and commercial law, the international freight forwarder has the right and obligation to the cargo owner only. He is only the agent of the cargo owner (shipper). In fact, this agent is the agent. It does not contain foreign factors in substance.
The current regulatory legal documents that can regulate the administration of the NVOCC include the State Council's international shipping regulations, the Ministry of communications, the rules for the implementation of the international shipping regulations, the regulations of the Ministry of Commerce (the Ministry of foreign trade and foreign trade and the Ministry of foreign trade) and the rules for the implementation of the international freight forwarders. The scope of the operation of the NVOCC and the international freight forwarders is described by the enumerated methods. After comparison, it is not difficult to find that the operating scope of the two types of industries is overlapping. Thus, the regulations of the two sector will confuse the two different types of business, resulting in the fact that the two regulations regulate the situation of the non ship carrier at the same time.
The administrative license of the Ministry of Commerce has the prior administrative license issued the approval certificate of the international freight forwarder, and the bill of lading is required to be registered. The administrative license of the Ministry of Communications shall be issued before the administrative administration of the Ministry of transport - the issuance of the registration certificate for the business operation qualification of the non ship carrying business, the payment of the deposit, the registration of the bill of lading and the daily supervision after the event Tube.
At present, the deficiencies of the administrative system of NVOCC in China are:
1. setting the legitimacy of administrative license
In the case of the administrative license law, the normative legal documents of administrative license can be set up by law, administrative regulations, local regulations and provincial people's government regulations (temporary administrative license).
At the same time, the provisions of the administrative licensing law on matters of administrative licensing can be examined, and NVOCC is not included in the five criteria listed in the law.
Therefore, the Ministry of Commerce and the Ministry of communications set up an administrative license for the non ship carrier in its own department rules and regulations not only against the provisions of the administrative licensing law on the qualification of the subject, but also on the necessity of setting up an administrative license.
2. double head overlap management
Since the Ministry of Commerce and the Ministry of communications set two different admittance barriers and different administrative licenses, the competition between the two audit departments is created. The result is that the goal of setting a high threshold of the audit subject (the Ministry of Commerce) has fallen short, followed by the "bad currency" in the market, and the last is to make the shipper idle.
3. margin system
In the category of civil and commercial law, margin system violates the principle of "law of real right"; in the category of administrative law, margin system violates the principle of "reasonable administrative principle" and "administrative penalty shall not be carried out beforehand"; in the category of economic law, the margin system violates the enterprise's own right to operate.
Based on the above analysis, the author puts forward suggestions for improving the NVOCC management system.
1. clarify the legal concept of NVOCC and freight forwarder;
2. to clarify the conflicting administrative norms;
3. to clarify the administrative authorities;
4. strengthen the role of self-discipline organization in industry
5. perfect form of margin payment
To sum up, the author believes that the NVOCC management system in China should be:
First of all, the provisions on the actual carrier in the maritime code are the logical starting point in the legal sense of the NVOCC industry.
Secondly, the international shipping regulations of the State Council should clearly specify that the competent authority of the NVOCC should be the Ministry of Commerce, not the Ministry of communications. At the same time, the NVOCC should be authorized as the self-discipline organization of the industry to be responsible for the daily supervision of the ship free carrier market.
The NVOCC association shall require the members of the association to provide the liability guarantee. The amount of the liability guarantee may be decided by the member itself, but shall not be less than 800 thousand RMB and should be publicized. The form of the liability guarantee shall be flexible, may be a deposit, or may be a real estate mortgage or purchase of commercial insurance.
In this way, we can establish a NVOCC system based on laws, administrative regulations and industry self-regulation organizations.
【学位授予单位】：华东政法大学
【学位级别】：硕士
【学位授予年份】：2008
【分类号】：D922.294

【引证文献】