發(fā)布時(shí)間：2018-03-01 11:23

  本文關(guān)鍵詞： 國際貨物多式聯(lián)運(yùn) 多式聯(lián)運(yùn)經(jīng)營人 責(zé)任制度 鹿特丹規(guī)則 履約方 有限網(wǎng)狀責(zé)任　出處：《華東政法大學(xué)》2013年碩士論文　論文類型：學(xué)位論文

【摘要】：隨著集裝箱的廣泛應(yīng)用及其他技術(shù)條件的成熟，多式聯(lián)運(yùn)這種新型運(yùn)輸方式將海運(yùn)、陸運(yùn)、空運(yùn)等貫通起來，突破了地理?xiàng)l件和距離的限制，滿足了“門對門”運(yùn)輸?shù)陌l(fā)展需求，以高效、低成本、手續(xù)便捷等優(yōu)勢在國際貨物運(yùn)輸中占據(jù)重要位置。作為與海運(yùn)、空運(yùn)、公路、鐵路運(yùn)輸?shù)炔⒘械倪\(yùn)輸方式，多式聯(lián)運(yùn)應(yīng)具有其統(tǒng)一的責(zé)任制度，然而，由于多式聯(lián)運(yùn)涉及不同的運(yùn)輸方式和多方當(dāng)事人，法律關(guān)系較為復(fù)雜，可能受到調(diào)整單一運(yùn)輸和多式聯(lián)運(yùn)的不同國內(nèi)法、地區(qū)制度安排或國際公約規(guī)制，這些法律在該領(lǐng)域相互交織、條塊分割，導(dǎo)致多式聯(lián)運(yùn)在法律適用和爭議處理結(jié)果上存在不確定性。多式聯(lián)運(yùn)經(jīng)營人的兩種基本責(zé)任形式即網(wǎng)狀責(zé)任制和統(tǒng)一責(zé)任制，都因其固有缺陷不能單獨(dú)適用，國際社會試圖對兩者進(jìn)行調(diào)和，努力建立統(tǒng)一的多式聯(lián)運(yùn)制度，目前產(chǎn)生了最新的立法成果《鹿特丹規(guī)則》。該公約為平衡船貨雙方的利益進(jìn)行了很多的制度變革與創(chuàng)新，將責(zé)任期間擴(kuò)展到“門至門”，并首創(chuàng)將海事公約的規(guī)定有條件地適用于陸上區(qū)段運(yùn)輸，以更務(wù)實(shí)的態(tài)度來協(xié)調(diào)與其它既存運(yùn)輸公約的關(guān)系，排除國內(nèi)法的適用，促進(jìn)了國際多式聯(lián)運(yùn)和國際海上運(yùn)輸領(lǐng)域立法的統(tǒng)一。 本文試對《鹿特丹規(guī)則》關(guān)于多式聯(lián)運(yùn)經(jīng)營人責(zé)任的制度安排進(jìn)行分析，探究其可能產(chǎn)生的適用效果及問題，并結(jié)合我國對公約的態(tài)度研究該制度對我國產(chǎn)生的影響，具體的結(jié)構(gòu)框架如下： 第一章主要對國際貨物多式聯(lián)運(yùn)的相關(guān)概念進(jìn)行界定，分三節(jié)論述，介紹國際多式聯(lián)運(yùn)的起源，界定國際貨物多式聯(lián)運(yùn)和多式聯(lián)運(yùn)經(jīng)營人的概念以及探討國際多式聯(lián)運(yùn)的認(rèn)定標(biāo)準(zhǔn)和依據(jù)。 第二章主要介紹國際貨物多式聯(lián)運(yùn)經(jīng)營人責(zé)任的立法現(xiàn)狀，首先闡述國際貨物多式聯(lián)運(yùn)經(jīng)營人責(zé)任的法律框架和兩種責(zé)任形式，然后分析國際貨物多式聯(lián)運(yùn)經(jīng)營人責(zé)任的統(tǒng)一化趨勢及立法成果。 第三章著重闡述《鹿特丹規(guī)則》對多式聯(lián)運(yùn)經(jīng)營人責(zé)任的制度安排，對主要制度重點(diǎn)論述，包括“履約方”概念的引入、有限網(wǎng)狀責(zé)任的適用，以及海運(yùn)規(guī)則適用于非海運(yùn)區(qū)段的情況，從中探究《鹿特丹規(guī)則》如何實(shí)現(xiàn)船貨雙方利益的平衡以及所達(dá)到的效果。 第四章闡述了我國在《鹿特丹規(guī)則》制定過程的參與情況，以及我國對公約所持的態(tài)度，即使短期內(nèi)我國不會批準(zhǔn)《鹿特丹規(guī)則》，公約不能很快生效，，其也會對我國多式聯(lián)運(yùn)法律制度完善有較大的借鑒意義，解決我國多式聯(lián)運(yùn)立法中存在的問題。
[Abstract]:With the wide use of containers and the maturity of other technical conditions, multimodal transport, a new mode of transport, will link up with sea, land and air transportation, breaking through the restrictions of geographical conditions and distances. Meeting the development needs of "door-to-door" transport, occupying an important position in international cargo transportation with the advantages of high efficiency, low cost, convenient procedures, etc., as a parallel mode of transport with sea, air, road, rail, etc. Multimodal transport should have its uniform liability regime, however, since multimodal transport involves different modes of transport and multiple parties, the legal relationship is more complex and may be subject to different domestic laws regulating single and multimodal transport, Regional institutional arrangements or international conventions, which are intertwined and fragmented in this area, As a result of uncertainty in the application of the law and the outcome of the dispute settlement, the two basic forms of responsibility of the multimodal transport operator, namely, the network responsibility system and the unified responsibility system, cannot be applied separately because of their inherent defects. The international community has tried to reconcile the two and set up a unified multimodal transport system, which has produced the latest legislative results, the Rotterdam rules. The Convention has made a lot of institutional changes and innovations to balance the interests of both parties. Extending the period of responsibility to "door-to-door" and initiating the conditional application of the provisions of maritime conventions to land sector transport, in order to harmonize relations with other existing transport conventions in a more pragmatic manner and to exclude the application of domestic law, Promote the unification of international multimodal transport and international maritime transport legislation. This paper tries to analyze the institutional arrangement of the liability of multimodal transport operators in the Rotterdam rules, to explore the applicable effects and problems, and to study the influence of the system on our country in the light of our attitude towards the Convention. The specific structural framework is as follows:. The first chapter mainly defines the related concepts of international multimodal transport of goods and discusses the origin of international multimodal transport in three sections. This paper defines the concept of international multimodal transport and multimodal transport operators and discusses the standard and basis of international multimodal transport. The second chapter mainly introduces the current legislative situation of the liability of international multimodal transport operators of goods. Firstly, it expounds the legal framework and two forms of liability of international multimodal transport operators of goods. Then it analyzes the unified trend and legislative results of international multimodal cargo transport operator's liability. The third chapter focuses on the institutional arrangement of the Rotterdam rules on the liability of multimodal transport operators, the main institutional emphasis, including the introduction of the concept of "performing party", the application of limited network liability, This paper discusses how the Rotterdam rules can achieve the balance of the interests of both parties and the effect achieved. Chapter 4th describes China's participation in the Rotterdam rules development process and its attitude towards the Convention. Even if we do not ratify the Rotterdam rules in the near future, the Convention will not enter into force soon. It will also be helpful to improve the legal system of multimodal transport in our country, and solve the problems existing in the legislation of multimodal transport in our country.
【學(xué)位授予單位】：華東政法大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2013
【分類號】：D996.1

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相關(guān)碩士學(xué)位論文 前2條

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本文編號：1551715