本文選題：港站經(jīng)營人 + 法律地位　； 參考：《大連海事大學(xué)》2010年碩士論文

【摘要】： 本文針對近年來不斷發(fā)生的關(guān)于港站經(jīng)營人法律地位的爭議,在海商法研究視野內(nèi),論述了港站經(jīng)營人在國際海上貨物運(yùn)輸中所處的地位,并結(jié)合《鹿特丹規(guī)則》提出對我國《海商法》進(jìn)行完善的建議。 本文結(jié)構(gòu)分為引言、正文和結(jié)語,其中正文部分分為四部分。 正文第一部分對本文論證過程中涉及的相關(guān)法律概念進(jìn)行了界定,相關(guān)理論學(xué)說進(jìn)行了介紹和評析,提出筆者的觀點(diǎn),得出本文寫作目的、研究范圍,為全文寫作的理論基礎(chǔ)。 正文第二部分概述了我國港站經(jīng)營人法律地位方面的現(xiàn)行立法,并對現(xiàn)行法下我國港站經(jīng)營人法律地位進(jìn)行分析,得出我國港站經(jīng)營人大部分情況下應(yīng)屬于《海商法》中的實(shí)際承運(yùn)人,受到《海商法》有關(guān)承運(yùn)人免責(zé)、單位責(zé)任限制的保護(hù),接受貨方委托進(jìn)行港口作業(yè)的港站經(jīng)營人不屬于實(shí)際承運(yùn)人。 正文第三部分針對《鹿特丹規(guī)則》下港站經(jīng)營人的法律地位進(jìn)行了分析。港站經(jīng)營人在一定條件下屬于“海運(yùn)履約方”范疇,受到《鹿特丹規(guī)則》的調(diào)整和保護(hù)；對于不能納入“海運(yùn)履約方”范疇的港站經(jīng)營人,結(jié)合《鹿特丹規(guī)則》規(guī)定做出了正確的論述,進(jìn)而分析《鹿特丹規(guī)則》對我國《海商法》的影響和借鑒。 正文的第四部分基于全文的論證,提出在《海商法》的框架下對港站經(jīng)營人法律地位的完善建議,引入海運(yùn)履約方制度取代原實(shí)際承運(yùn)人制度,對于不能納入海運(yùn)履約方的港站經(jīng)營人,通過港口作業(yè)合同約定的方式加以解決。
[Abstract]:In view of the disputes about the legal status of port station operators in recent years, this paper discusses the status of port station operators in international maritime cargo transportation from the perspective of maritime law research. In combination with the Rotterdam rules, the author puts forward some suggestions on how to perfect the Maritime Law of China. The structure of this paper is divided into introduction, text and conclusion, in which the text is divided into four parts. The first part of the text defines the relevant legal concepts involved in the process of argumentation, introduces and comments on the relevant theories, puts forward the author's point of view, and obtains the purpose and research scope of this paper, which is the theoretical basis of the full text writing. The second part of the text summarizes the current legislation on the legal status of port operators in China, and analyzes the legal status of port operators under the current law. It is concluded that most of the operators of port and station in our country should belong to the actual carrier in the Maritime Law and be protected by the carrier's exemption and the limitation of unit liability in the Maritime Law. The port station operator commissioned by the consignor does not belong to the actual carrier. The third part of the text analyzes the legal status of the operator of the port station under the Rotterdam rules. The port and station operator falls within the category of "maritime performing party" under certain conditions and is subject to the adjustment and protection of the Rotterdam rules; for a port station operator who cannot be included in the category of "maritime performing party", Combined with the provisions of the Rotterdam rules, this paper makes a correct exposition, and then analyzes the influence and reference of the Rotterdam rules on the Maritime Law of China. The fourth part of the text is based on the argumentation of the full text, and puts forward some suggestions to improve the legal status of port station operators under the framework of Maritime Law, and introduce the maritime performing party system to replace the original actual carrier system. For port station operators who cannot be incorporated into maritime performing parties, they shall be settled by means of port operation contracts.
【學(xué)位授予單位】：大連海事大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2010
【分類號】：D912.29

【引證文獻(xiàn)】

相關(guān)期刊論文 前1條

1 郭萍;李淑娟;;《鹿特丹規(guī)則》對中國港口經(jīng)營人法律地位確定之影響[J];大連海事大學(xué)學(xué)報(bào)(社會科學(xué)版);2012年04期

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本文編號：1939617