本文選題：論期 + 合約��； 參考：《西南政法大學(xué)》2005年碩士論文

【摘要】：本文以海上貨物運(yùn)輸中的船長(zhǎng)為研究對(duì)象,以定期租船方式為背景,分析了船長(zhǎng)在整個(gè)運(yùn)輸期間所擁有的權(quán)利和承擔(dān)的義務(wù)以及與之有關(guān)的法律責(zé)任。從船長(zhǎng)與船舶所有人、承租人以及貨物所有人之間的法律關(guān)系的角度,探討期租合約下船長(zhǎng)所具有的特殊法律地位。 本文除前言外共五個(gè)部分。論文的第一部分在于探討船長(zhǎng)與其他海上運(yùn)輸當(dāng)事方,即船舶所有人、貨物所有人、承租人以及船員之間的法律關(guān)系。船長(zhǎng)與船舶所有人之間的法律關(guān)系,在大陸法系國(guó)家與英美法系國(guó)家之間存在差別。根據(jù)大陸法系的相關(guān)理論,船長(zhǎng)與船舶所有人之間首先存在著雇傭關(guān)系,在此基礎(chǔ)上,還存在對(duì)內(nèi)的委任關(guān)系和對(duì)外的代理關(guān)系,而耳船長(zhǎng)所擁有的代理權(quán)除了委托代理權(quán)外,還有法定代理權(quán)。在英美法系國(guó)家,船長(zhǎng)同時(shí)滿足代理人、代表人和雇員的條件,但由于英美法中代理的范疇很廣泛,因此可以代理關(guān)系進(jìn)行概括。在我國(guó)的法律制度下,當(dāng)船舶所有人為在我國(guó)境內(nèi)的海上運(yùn)輸企業(yè)時(shí),船長(zhǎng)與船舶所有人之間的法律關(guān)系的性質(zhì)為勞動(dòng)關(guān)系,其明顯特征在于雙方受勞動(dòng)基準(zhǔn)規(guī)范的干預(yù)較大,自由協(xié)商空間相對(duì)較小。 作為船舶所有人的代理人的船長(zhǎng),為了協(xié)助船舶所有人履行好與承租人之間訂立的期租合約下的義務(wù),對(duì)于航運(yùn)范疇之外的營(yíng)運(yùn)事務(wù)應(yīng)當(dāng)聽(tīng)從承租人的指示,對(duì)承租人負(fù)責(zé)。如果承租人專門為此與船長(zhǎng)簽定代理協(xié)議,則產(chǎn)生委托代理關(guān)系或協(xié)議代理關(guān)系。但在多數(shù)情況下雙方并無(wú)代理協(xié)議,此時(shí)可用法律自動(dòng)構(gòu)成代理或默示權(quán)限理論來(lái)解釋船長(zhǎng)擁有的代理權(quán)。 根據(jù)合同的相對(duì)性原理,船長(zhǎng)與貨物所有人之間并沒(méi)有直接的法律關(guān)系。但是,如果出現(xiàn)緊急情況危急貨物所有人的利益,而船長(zhǎng)無(wú)法與之聯(lián)系或時(shí)間的經(jīng)過(guò)會(huì)導(dǎo)致?lián)p失的急劇擴(kuò)大時(shí),根據(jù)大陸法上的法定代理理論或英美法上的緊急代理理論,船長(zhǎng)就成為貨物所有人的代理人而擁有對(duì)貨物的臨時(shí)處分權(quán)。 在大陸法上,船長(zhǎng)包括在船員的范疇之內(nèi),而在英美法中,船員是不包括船長(zhǎng)的,有關(guān)船員的立法大都不適用于船長(zhǎng)。我國(guó)海商法雖采用合并規(guī)定的方式,但又專門規(guī)定了船長(zhǎng)的權(quán)利義務(wù),因而實(shí)際上船長(zhǎng)與船員也是存在很大差別的。在船長(zhǎng)與船員之間,存在著命令與服從、管理與被管
[Abstract]:This paper takes the captain of the sea cargo transportation as the research object, taking the time chartering method as the background, analyzes the rights and obligations of the captain during the whole period of transportation and the related legal liability. From the point of view of the legal relationship between the master and the shipowner, charterer and cargo owner, this paper discusses the special legal status of the master under the term charter contract. This paper consists of five parts except the preface. The first part of the thesis is to explore the legal relationship between the master and other parties to maritime transport, that is, ship owner, cargo owner, charterer and crew. The legal relationship between master and shipowner is different between civil law countries and common law countries. According to the relevant theories of civil law system, there exists employment relationship between master and owner of the ship, and on this basis, there is also the relationship of internal appointment and external agency, and the agent power of Captain Earl has not only the power of entrustment, but also the power of agency. There is also a statutory agency. In Anglo-American law countries, the captain satisfies the conditions of agent, representative and employee at the same time, but because the scope of agency is very wide in Anglo-American law, the agent relationship can be summarized. Under the legal system of our country, when the owner of a ship is a maritime transport enterprise in our country, the nature of the legal relationship between the master and the owner of the ship is labor relationship, the obvious characteristic of which is that the two parties are greatly interfered by the standard of labor. Free negotiation space is relatively small. The master, as the agent of the shipowner, in order to assist the shipowner to fulfill his obligations under the term charter contract with the charterer, shall obey the instructions of the charterer and be responsible to the charterer for the business affairs outside the scope of shipping. If the charterer signs an agency agreement with the captain for this purpose, a principal-agent relationship or an agreement agency relationship arises. However, in most cases, there is no agency agreement between the two parties, at this time the law can automatically constitute the agent or implied authority theory to explain the master's power of agency. According to the principle of relativity of contract, there is no direct legal relationship between the captain and the owner of the goods. However, in the event of an emergency in which the owner's interests of the cargo owner are critical and the captain's inability to communicate with him or the passage of time may result in a sharp expansion of the loss, under the statutory agency theory of civil law or the emergency agency theory in common law, The master becomes the agent of the owner of the goods and has the right to dispose of the goods temporarily. In continental law, the master is included in the category of crew, while in common law, the crew does not include the master, and the legislation on crew does not apply to the master. Although the maritime law of our country adopts the method of merger and regulation, it also specifies the rights and obligations of the captain, so in fact the captain and the crew are also very different. Between the captain and the crew, there is command and obedience, management and control
【學(xué)位授予單位】：西南政法大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2005
【分類號(hào)】：D996.19;D912.29

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