本文選題：港口經(jīng)營人　切入點：責任限制　出處：《華東政法大學》2011年碩士論文

【摘要】：隨著海上貨物運輸向陸地的延伸,港口這個海上貨物運輸?shù)闹匾獦屑~得到了長足發(fā)展,與此相伴是日益增長的港口作業(yè)糾紛。而綜觀我國目前的港口以及運輸法律、法規(guī),對港口經(jīng)營人責任制度的規(guī)定仍存在很大的空白。與此同時,我國在司法實踐中也缺乏對港口經(jīng)營人法律地位的統(tǒng)一認定,因此港口經(jīng)營人在我國現(xiàn)有法律體系下能否享有責任限制權利,仍存在很大的不確定性。 雖然目前國際層面專門規(guī)范港口經(jīng)營人賠償責任制度的公約尚未生效,但通過考察國際海上貨物運輸公約對“喜馬拉雅條款”以及“實際承運人”、“海運履約方”責任主體制度的發(fā)展,我們可以清晰地看到國際社會授予港口經(jīng)營人責任限制制度的大趨勢。筆者認為,賦予港口經(jīng)營人責任限制權利不僅是大勢所趨,更是必要之舉。 本文試通過分析目前國際公約以及典型國家國內(nèi)立法授予港口經(jīng)營人責任限制的三種模式,同時結合我國法律體系的實際情況以及港口經(jīng)營人的法律地位來探討在我國建立港口經(jīng)營人責任限制制度的模式。筆者認為通過專門立法授予港口經(jīng)營人責任限制權利雖然最理想,但短期內(nèi)在我國并不可行。而討論港口經(jīng)營人的責任限制問題,最根本的還是要對港口經(jīng)營人的法律地位作出科學認定。筆者認為“實際承運人”與“海運履約方”這兩個責任主體概念都僅涉及受承運人委托的那部分港口經(jīng)營人,并不全面。同時依照我國的法律規(guī)定和原則,港口經(jīng)營人不屬于承運人的受雇人和代理人,而屬于獨立合同人。我國宜參照臺灣《海商法》的規(guī)定,采用靈活的方式將法定“喜馬拉雅條款”擴大化,使得作為獨立合同人的港口經(jīng)營人同樣能援引責任限制。 最后,本文的最后一章對港口經(jīng)營人責任期間、港口經(jīng)營人責任限額的確定、港口經(jīng)營人喪失責任限制的情況予以分析,試圖提出一些構建港口經(jīng)營人責任限制制度中細節(jié)問題的意見。
[Abstract]:With the extension of sea cargo transportation to land, port, as an important hub of sea cargo transportation, has been greatly developed, which is accompanied by increasing port operation disputes. There is still a big gap in the regulation of the liability system of port operators. At the same time, there is also a lack of unified recognition of the legal status of port operators in our judicial practice. Therefore, there is still a lot of uncertainty as to whether the port operator can enjoy the rights of limitation of liability under the existing legal system of our country. Although the current international conventions regulating the liability of port operators at the international level have not yet entered into force, However, by examining the development of the "Himalayan clause" and the "actual carrier" of the Convention on the International Carriage of goods by Sea, the "maritime performing party" liability subject system has been developed. We can clearly see the general trend of the system of limitation of liability granted by the international community to port operators. The author thinks that it is not only the trend of the times but also the necessity to grant the limited rights to the liability of port operators. This paper tries to analyze the three models of the limitation of the liability of the port operators granted by the international conventions and the domestic legislation of the typical countries. At the same time, combined with the actual situation of our country's legal system and the legal status of the port operator, this paper discusses the mode of establishing the limitation system of the liability of the port operator in our country. The author thinks that the limitation of the liability of the port operator can be granted by special legislation. Although the system of rights is ideal, But it is not feasible in our country in the short term. The author thinks that the concepts of "actual carrier" and "maritime performing party" are only concerned with the part of port operator entrusted by the carrier. At the same time, in accordance with the laws and principles of our country, port operators are not servants and agents of the carrier, but independent contractors. China should refer to the provisions of Taiwan's Maritime Law. The statutory Himalayan clause was expanded in a flexible manner so that the port operator as an independent contractor could also invoke the limitation of liability. Finally, in the last chapter of this paper, the determination of the limitation of the liability of the port operator and the loss of the limitation of the liability of the port operator during the period of the responsibility of the port operator are analyzed. This paper tries to put forward some opinions on the details of establishing the liability limitation system of port operators.
【學位授予單位】：華東政法大學
【學位級別】：碩士
【學位授予年份】：2011
【分類號】：D922.294

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本文編號：1674461