【摘要】：隨著全球經(jīng)濟(jì)的發(fā)展，傳統(tǒng)國(guó)際貨物貿(mào)易運(yùn)輸方式發(fā)生了很大變化。其中集裝箱運(yùn)輸和“門(mén)到門(mén)”運(yùn)輸?shù)钠占笆沟枚嗍铰?lián)運(yùn)經(jīng)營(yíng)人的法律地位顯得尤為重要。而至今無(wú)論是在理論上，還是在立法上，并沒(méi)有成熟的、統(tǒng)一的體系來(lái)界定多式聯(lián)運(yùn)經(jīng)營(yíng)人的法律地位，從而使得多式聯(lián)運(yùn)經(jīng)營(yíng)人主體多樣化，并且與其他當(dāng)事人關(guān)系也變得模糊不清。這在一定程度上導(dǎo)致了多式聯(lián)運(yùn)經(jīng)營(yíng)人與貨物利益方或單式運(yùn)輸承運(yùn)人之間的風(fēng)險(xiǎn)利益分配難以平衡，從而造成實(shí)質(zhì)的不公平，易產(chǎn)生糾紛。所以，研究多式聯(lián)運(yùn)經(jīng)營(yíng)人的法律地位極為必要。 全文共分為五個(gè)部分。 文章的第一個(gè)部分闡述了多式聯(lián)運(yùn)經(jīng)營(yíng)人法律地位的演變。這主要從兩個(gè)側(cè)面得以體現(xiàn)，一方面通過(guò)國(guó)際公約和國(guó)際規(guī)則對(duì)“多式聯(lián)運(yùn)經(jīng)營(yíng)人”所做的定義加以分析；另一方面通過(guò)比較多式聯(lián)運(yùn)經(jīng)營(yíng)人與其他當(dāng)事人之間的關(guān)系得以體現(xiàn)。有關(guān)“多式聯(lián)運(yùn)經(jīng)營(yíng)人”的定義演變經(jīng)歷了從最初簡(jiǎn)單的“簽發(fā)多式聯(lián)運(yùn)單證的人”到“履行合同義務(wù)的委托人”，再到“兼具承運(yùn)人身份的合同當(dāng)事人”一個(gè)發(fā)展變化過(guò)程。為了更好地體現(xiàn)多式聯(lián)運(yùn)經(jīng)營(yíng)人獨(dú)立的法律地位，文章還進(jìn)一步探討了多式聯(lián)運(yùn)經(jīng)營(yíng)人與其他當(dāng)事人之間的法律關(guān)系。多式聯(lián)運(yùn)經(jīng)營(yíng)人雖然可以被看作是承運(yùn)人，但不同于承運(yùn)人的是，他是負(fù)責(zé)幾種不同運(yùn)輸方式的承運(yùn)人，兩者在很多方面存在差異。而多式聯(lián)運(yùn)經(jīng)營(yíng)人與國(guó)際貨運(yùn)代理人的關(guān)系更加微妙，由于當(dāng)國(guó)際貨運(yùn)代理人以代理人和經(jīng)營(yíng)人身份參與多式聯(lián)運(yùn)時(shí)，業(yè)務(wù)范圍有重合交叉，導(dǎo)致實(shí)務(wù)中客戶(hù)經(jīng)常被貨運(yùn)代理人身份所困擾。所以，本文對(duì)區(qū)分多式聯(lián)運(yùn)經(jīng)營(yíng)人和貨運(yùn)代理人提出了三個(gè)標(biāo)準(zhǔn)供參考：一是是否在合同條款中明確約定合同當(dāng)事人的法律地位；二是依據(jù)貨運(yùn)代理人所實(shí)施的行為來(lái)判斷其身份，包括是否與發(fā)貨人訂立國(guó)際多式聯(lián)運(yùn)合同、是否以自己名義簽發(fā)多式聯(lián)運(yùn)單證或是否表明負(fù)責(zé)完成全程運(yùn)輸；三是從收費(fèi)方式的角度來(lái)分析貨運(yùn)代理人是否是多式聯(lián)運(yùn)經(jīng)營(yíng)人。而相對(duì)來(lái)講，，多式聯(lián)運(yùn)經(jīng)營(yíng)人與港站經(jīng)營(yíng)人的關(guān)系區(qū)分起來(lái)要容易的多，兩者主要依據(jù)負(fù)責(zé)范圍的不同加以區(qū)分，并且即使多式聯(lián)運(yùn)經(jīng)營(yíng)人也提供港站經(jīng)營(yíng)人相關(guān)服務(wù)時(shí)，其法律地位不依《港站經(jīng)營(yíng)人公約》予以確定，仍然是多式聯(lián)運(yùn)經(jīng)營(yíng)人。通過(guò)上述分析，可以歸納出多式聯(lián)運(yùn)經(jīng)營(yíng)人基本的法律特征：以本人名義與托運(yùn)人或發(fā)貨人訂立多式聯(lián)運(yùn)合同，且對(duì)多式聯(lián)運(yùn)全程承擔(dān)責(zé)任的合同主體。 本文第二部分分析了影響多式聯(lián)運(yùn)經(jīng)營(yíng)人法律地位的原因所在。從經(jīng)濟(jì)角度看，首先經(jīng)濟(jì)全球化無(wú)疑使國(guó)際貨運(yùn)市場(chǎng)向著集裝箱化和“門(mén)到門(mén)”運(yùn)輸方向發(fā)展，而與此同時(shí)，多式聯(lián)運(yùn)經(jīng)營(yíng)人的法律地位也隨著全球化進(jìn)度的加快和加深發(fā)生著變化；其次，國(guó)際貨物運(yùn)輸業(yè)向信息化方向轉(zhuǎn)變使得傳統(tǒng)的多式聯(lián)運(yùn)經(jīng)營(yíng)人已不能滿(mǎn)足現(xiàn)時(shí)要求。最后，物流業(yè)的興起與發(fā)展為多式聯(lián)運(yùn)經(jīng)營(yíng)人今后的發(fā)展提出了更高層次的要求。從法律角度看，全球范圍內(nèi)法律規(guī)范也表現(xiàn)出趨同化和一體化的趨勢(shì)。法律趨同化在多式聯(lián)運(yùn)中的體現(xiàn)就是近幾十年來(lái)大量國(guó)際公約的制訂，法律一體化表現(xiàn)為國(guó)際法與國(guó)內(nèi)法之間的界限正在變得模糊。這種變化預(yù)示著多式聯(lián)運(yùn)經(jīng)營(yíng)人的法律地位也不可避免地趨同化和一體化。 文中第三部分探討了多式聯(lián)運(yùn)經(jīng)營(yíng)人的權(quán)利能力和行為能力問(wèn)題。為了確保多式聯(lián)運(yùn)經(jīng)營(yíng)人簽發(fā)單證的信用度，保證貨運(yùn)市場(chǎng)的正常運(yùn)轉(zhuǎn)，對(duì)于多式聯(lián)運(yùn)經(jīng)營(yíng)人的設(shè)立及其經(jīng)營(yíng)范圍進(jìn)行限制是非常必要的。而這種限制不是多式聯(lián)運(yùn)國(guó)際規(guī)則所需要和所能解決的，往往取決于各國(guó)國(guó)內(nèi)法的規(guī)定。而多式聯(lián)運(yùn)經(jīng)營(yíng)人的經(jīng)營(yíng)范圍決定了其責(zé)任范圍。一般說(shuō)來(lái)，多式聯(lián)運(yùn)經(jīng)營(yíng)人所承擔(dān)的責(zé)任主要通過(guò)兩種法律關(guān)系得以體現(xiàn)：一是多式聯(lián)運(yùn)經(jīng)營(yíng)人與貨物利益方的對(duì)外賠償關(guān)系，二是多式聯(lián)運(yùn)經(jīng)營(yíng)人與單式運(yùn)輸承運(yùn)人或后勤第三方之間的內(nèi)部求償關(guān)系。其中，多式聯(lián)運(yùn)經(jīng)營(yíng)人與貨物利益方建立的以多式聯(lián)運(yùn)合同為基礎(chǔ)的多式聯(lián)運(yùn)法律關(guān)系是整個(gè)法律關(guān)系網(wǎng)絡(luò)中的核心部分。 第四部分是本文重點(diǎn)所在，主要通過(guò)對(duì)既有的約束和調(diào)整多式聯(lián)運(yùn)經(jīng)營(yíng)人責(zé)任制度的國(guó)際公約和國(guó)際規(guī)則的比較，闡述了有關(guān)多式聯(lián)運(yùn)經(jīng)營(yíng)人各種責(zé)任制度的利與弊。該部分中具體分析了國(guó)際貨物多式聯(lián)運(yùn)經(jīng)營(yíng)人的責(zé)任制類(lèi)型、賠償責(zé)任基礎(chǔ)、責(zé)任期間和賠償責(zé)任限制問(wèn)題。鑒于不同的運(yùn)輸方式已連貫一體，統(tǒng)一多式聯(lián)運(yùn)經(jīng)營(yíng)人的責(zé)任制度已經(jīng)成為迫切需要了。然而無(wú)論是哪種責(zé)任制度都存在著優(yōu)與劣，不能簡(jiǎn)單地說(shuō)應(yīng)該舍棄或推廣哪種責(zé)任制度。但無(wú)論是哪個(gè)國(guó)際公約，哪種多式聯(lián)運(yùn)經(jīng)營(yíng)人的責(zé)任制度，其根本目的是希望找到一條多式聯(lián)運(yùn)方式下眾多當(dāng)事人之間“責(zé)任與利益均衡”的原則。 文章的最后部分闡述了我國(guó)有關(guān)多式聯(lián)運(yùn)經(jīng)營(yíng)人的立法現(xiàn)狀及完善建議。在我國(guó)以《海商法》、《合同法》、《國(guó)際集裝箱多式聯(lián)運(yùn)管理規(guī)則》三部法律、規(guī)章為基本法律框架的立法模式中，存在著很多分歧與空白。尤其是《海商法》和《合同法》的不統(tǒng)一、立法價(jià)值取向的兩極化不利于多式聯(lián)運(yùn)經(jīng)營(yíng)人法律地位的確定，也不利于我國(guó)多式聯(lián)運(yùn)這一運(yùn)輸形態(tài)的發(fā)展。只有盡快協(xié)調(diào)好兩部法律的關(guān)系以及盡快完善我國(guó)各單式運(yùn)輸?shù)囊?guī)律法規(guī)，才能最大限度地降低由于法律規(guī)定所帶來(lái)的風(fēng)險(xiǎn)分配的不一致性和不確定性，更
[Abstract]:With the development of the global economy, the transport mode of the traditional international trade of goods has changed greatly. The popularization of container transportation and the "door to door" transportation makes the legal status of multimodal transport operators become particularly important. The legal status of the modal transport operator has led to the diversification of the multimodal transport operator and the blurred relationship with other parties, which, to a certain extent, has led to the unbalance of the risk interest distribution between the multimodal transport operator and the goods benefit party or the single transport carrier, resulting in substantial unfairness, It is easy to produce disputes. Therefore, it is extremely necessary to study the legal status of multimodal transport operators.
The full text is divided into five parts.
The first part of the article describes the evolution of the legal status of the multimodal transport operator. This is mainly reflected in two aspects. On the one hand, the definition of "multimodal transport operator" is analyzed by international conventions and international rules. On the other hand, the relationship between multimodal transport operators and other parties can be compared. The evolution of the definition of the "multimodal transport operator" has gone through a process of development and change from the original simple "person who issued multimodal transport documents" to "the client performing the contractual obligations" and "the contract party with the identity of the carrier", in order to better take the legal status of the multimodal transport operator to be more independent. The article further explores the legal relationship between the multimodal transport operator and the other parties. Although the multimodal transport operator can be considered as a carrier, unlike the carrier, he is a carrier responsible for several different modes of transport. The two are different in many ways. The multimodal transport operator and the international freight forwarding agent are different. The relationship between people is more subtle, because when international freight forwarders participate in multimodal transport with agent and operator identity, the business scope is intersected and intersected, which causes the clients to be often plagued by the identity of the freight forwarders in practice. Therefore, this article puts forward three criteria for the differentiation of multimodal transport operators and cargo agents: one is The legal status of the parties to the contract is clearly defined in the terms of the contract; two is to judge its identity according to the acts carried out by the freight forwarder, including whether to enter into an international multimodal transport contract with the consignor, issue a multimodal transport document in its own name or whether it is responsible for the completion of the entire transportation; and three from the angle of the way of charge. In contrast, the relationship between the multimodal transport operator and the port operator is much easier to distinguish between the multimodal transport operator and the port station operator. The two are mainly based on the differences in the scope of responsibility, and the legal status of the multimodal transport operator is not dependent on the service of the port operator. The port operator convention is determined and still a multimodal transport operator. Through the above analysis, the basic legal characteristics of the multimodal transport operator can be summed up: the multimodal transport contract is concluded in my name with the shipper or consignor, and the contract subject to the multimodal transport is responsible for the multimodal transport.
The second part of this paper analyzes the reasons that affect the legal status of multimodal transport operators. From an economic perspective, the economic globalization will undoubtedly make the international freight market develop in the direction of containerization and door to door transportation. At the same time, the legal status of multimodal transport operators is also accelerated and deepened with the progress of globalization. Secondly, the transformation of international freight transport industry to the direction of information makes the traditional multimodal transport operators can not meet the requirements of the present. Finally, the rise and development of the logistics industry put forward a higher level of demand for the future development of multimodal transport operators. The trend of assimilation and integration. The embodiment of the assimilation of law in multimodal transport is the formulation of a large number of international conventions in recent decades. The integration of law shows that the boundary between international law and domestic law is becoming blurred. This change indicates that the legal position of multimodal transport operators is inevitably assimilated and integrated.
The third part of the article explores the rights and behavior capabilities of multimodal transport operators. In order to ensure the credit degree of the documents issued by the multimodal transport operators and to ensure the normal operation of the freight market, it is not necessary to limit the establishment of the multimodal transport operator and its scope of operation. The intermodal transport operator's scope of responsibility is determined by the scope of the operational scope of the multimodal transport operator. Generally speaking, the liability of the multimodal transport operator is embodied mainly through two legal relations: the first is the foreign compensation for the multimodal transport operator and the benefit Party of the goods. The relationship, two is the internal compensation relationship between the multimodal transport operator and the unilateral transport carrier or the third party of the logistics. Among them, the multimodal transport legal relationship based on multimodal transport contract by the multimodal transport operator and the goods benefit party is the core part of the whole legal relationship network.
The fourth part is the focus of this article. Through the comparison of the international conventions and international rules of the existing constraints and the adjustment of the multimodal transport operator's liability system, the advantages and disadvantages of the various liability systems of the multimodal transport operator are expounded. In this part, the type of liability system for the multimodal transport operator of international goods and goods is analyzed, and the compensation is made. The basis of responsibility, the period of responsibility and the limitation of liability. In view of the continuity of the different modes of transport, it is urgent to unify the liability system of the multimodal transport operator. However, no matter which liability system has the advantages and disadvantages, it is not simple to say which liability system should be abandoned or promoted. The fundamental purpose of the international convention, which is the liability system of multimodal transport operators, is to find a principle of "balance of responsibilities and interests" among the many parties under multimodal transport.
The last part of the article expounds the current legislation and suggestions for the multimodal transport operators in China. In China, there are many differences and gaps in the legislative model of the basic legal framework, including the maritime law, the contract law, the international container multimodal transport management rules and the three laws, and the rules and regulations as the basic legal framework. The polarization of the legislative value orientation is not conducive to the determination of the legal status of multimodal transport operators, nor is it conducive to the development of the transport form of multimodal transport in China. Only by coordinating the relationship between the two laws as soon as possible and perfecting the laws and regulations of the individual transport in China as soon as possible, can the maximum decrease due to the legal provisions The risk distribution is inconsistent and uncertain.
【學(xué)位授予單位】：吉林大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2004
【分類(lèi)號(hào)】：D996;D922.29

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10 王玲玲;伍轉(zhuǎn)青;;優(yōu)度評(píng)價(jià)法在多式聯(lián)運(yùn)運(yùn)輸方式組合優(yōu)選中的應(yīng)用[A];決策科學(xué)與評(píng)價(jià)——中國(guó)系統(tǒng)工程學(xué)會(huì)決策科學(xué)專(zhuān)業(yè)委員會(huì)第八屆學(xué)術(shù)年會(huì)論文集[C];2009年

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