【摘要】： 本文從結構上分為三章。第一章分析了海運履約方的涵義,并探討了海運履約方的來源——源自美國1999年《海上貨物運輸法草案》的契約承運人和履約承運人制度。分析了海運履約方制度對喜馬拉雅條款的影響,由于海運履約方包括了獨立合同人和港區(qū)陸上承運人,因此海運履約方制度擴大了喜馬拉雅條款的保護范圍。討論了海運履約方的法律地位,由于海運履約方是以自己的名義而不是以承運人的名義履行債務,所以海運履約方屬于獨立合同人而不是債務履行輔助人,其受雇人屬于債務履行輔助人。并將海運履約方制度和實際承運人制度、港口經營人和多式聯運海運承運人進行了比較分析。第二章研究了海運履約方的權利和責任,海運履約方的權利包括列明事項的免責、責任限制和貨物留置權,這些權利與承運人的權利是相同的,但是其他權利,例如收取運費的權利并不與承運人相同。海運履約方的責任期間是貨物到達船舶裝貨港至離開船舶卸貨港的期間內,并且貨物在其掌管期間內,或者其參與履行運輸合同所涉及任何活動的其他任何時間內,與承運人的責任期間是完全銜接的。海運履約方與承運人的連帶責任是一種法定責任,而其享有承運人的抗辯和賠償責任限制,可以用“契約群”理論來解釋,故海運履約方制度兼有侵權和合同的特征。海運履約方與承運人承擔的是不真正連帶責任。第三章分析了我國實際承運人、港口經營人、多式聯運經營人制度的缺陷,認為我國法律制度可以從海運履約方制度中有所借鑒,最后提出了修改我國相關法律制度的建議。
[Abstract]:This paper is divided into three chapters from the structure. The first chapter analyzes the meaning of maritime performing party, and discusses the source of maritime performing party, which originates from the contract carrier and performing carrier system of the United States 1999 draft Law on the Carriage of goods by Sea. The influence of maritime performing party system on Himalayan clause is analyzed. Since maritime performing party includes independent contractor and port land carrier, maritime performing party system expands the scope of protection of Himalayan clause. The legal status of maritime performing parties is discussed. Since maritime performing parties perform their obligations in their own name rather than on behalf of the carrier, maritime performing parties are independent contractors rather than debt performance auxiliaries, His employees are subordinates to debt performance. The system of maritime performing party and actual carrier, port operator and multimodal transport carrier are compared and analyzed. Chapter II studies the rights and responsibilities of maritime performing parties, which include exemption from liability, limitation of liability and lien on goods, which are the same as the rights of the carrier, but other rights, For example, the right to collect freight is not the same as that of the carrier. The period of liability of a maritime performing party is the period between the arrival of the goods at the port of loading on the ship and their departure from the port of discharge of the ship, and the period during which the goods are in charge or at any other time during which they are involved in any activity covered by the contract of carriage, The period of responsibility of the carrier is fully connected. The joint and several liability between the maritime performing party and the carrier is a kind of legal liability, but it enjoys the defense and limitation of the liability of the carrier, which can be explained by the theory of "contract group", so the system of maritime performing party has the characteristics of both tort and contract. The maritime performing party and the carrier are not truly jointly and severally liable. The third chapter analyzes the defects of the system of actual carrier, port operator and multimodal transport operator in our country, thinks that the legal system of our country can be used for reference from the system of maritime performing party, and finally puts forward some suggestions to modify the relevant legal system of our country.
【學位授予單位】：大連海事大學
【學位級別】：碩士
【學位授予年份】：2010
【分類號】：D996.19

【引證文獻】

相關博士學位論文 前1條

1 王威;《鹿特丹規(guī)則》下海運履約方法律制度研究[D];大連海事大學;2011年

相關碩士學位論文 前4條

1 楊雨露;國際海運承運人過失免責制度的探究[D];天津財經大學;2011年

2 李靜;《鹿特丹規(guī)則》下海運履約方法律地位研究[D];中國海洋大學;2011年

3 羅益忠;論中國海商法與《鹿特丹規(guī)則》的沖突與協調[D];復旦大學;2011年

4 陸們;《鹿特丹規(guī)則》對多式聯運經營人責任的影響及對我國的啟示[D];大連海事大學;2012年

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本文編號：2192095