本文選題：論歸 + 原則�。� 參考：《上海海運學院》2001年碩士論文

【摘要】： 我國海商法在海上貨物運輸方面的承運人違約責任之歸責采取過錯責任原則，但因其在第51條又規(guī)定“船長、船員、引航員或者承運人的其他受雇人在駕駛船舶或管理船舶中的過失”承運人不負賠償責任。因為這一點，海商法學界稱之為不完全過失責任制。而托運人的責任基礎是過錯，同時第六十八條又作了擔保性質(zhì)的規(guī)定，就該條規(guī)定而言我國法官和海事法院都認為托運人承擔的應該是嚴格責任。從以上分析可見，我國海商法中，承運人和托運人之間的權利、義務關系是不平衡的。由于危險貨物對船舶和船上人員的生命可能構成較大的危害，而且只有托運人才是最了解危險貨物的人，也是采取措施預防危險發(fā)生的最適合的人選，所以令其對托運的危險物承擔嚴格責任，筆者認為是可以理解的；而對于承運人就船員駕駛船舶和管理船舶的過失可以免責，在當今航海條件下，筆者則認為未必妥當。本文將從以下幾個方面進行論述： (一)分析歸責原則的發(fā)展歷程、民法基本觀念(即民法的本位)的演進，從宏觀的法律原理方面抽象論證航海過失免責的非正當性； 歸責原則從客觀歸責到主觀歸責的發(fā)展，表明人類對主觀過錯的否定，雖然在意思自治原則下出現(xiàn)了一些過失免責，但各國都對此給以了限制。嚴格責任在大陸法系國家的發(fā)展，更是在過錯責任的的基礎上加重了債務人的義務。海商法以法律的形式規(guī)定過失免責，背離了個人須對自己的過錯負責的基本道德觀念，違反了歸責原則之否定過錯、并適當加重債務人責任的價值取向，是對歸責觀念發(fā)展潮流的悖逆。 法的基本觀念從義務本位到權利本位的發(fā)展，把人類從義務的“十字架”上解放了出來，使個人的權利得到了申張，個人僅須就其個人的過錯行為負責。從權利本位到社會本位的演進，是經(jīng)濟發(fā)展的必然結果，表明個人之間的依存關系增強，為了共同發(fā)展，適當強調(diào)社會公共利益已成為必要，保護弱勢群體成了法律公正的表現(xiàn)之一。在海上貨物運輸中，廣大的貨物托運人是“消費者”，屬于弱勢群體，應當受到法律的保護。但現(xiàn)存的航海過失免責，卻與此相背，不能不令人遺憾。 論歸責原則與航海過失免菏 上海海運學院 石圣科 （二）利用法律的經(jīng)濟分析方法，從微觀上論證航海過失免責的低效率問題； 從責任配置的后果的分析來看：因為船東直接控制船舶，其控制成本比貨主 的控制成本要低得多。特別從保險的角度看，由貨主對風險進行投保，得不到任 何激勵效果，因為駕駛行為與貨主沒有直接關系，貨主不能控制船舶。而當風險 分配于船東身上時，結果大不相同。因為目前船舶責任保險中，流行的做法是保 險公司對第三人責任只承擔 314責任，剩下的 114責任由船東自己承擔，船東為 了盡力減少損失，只有在避免事故的發(fā)生上做文章。其直接結果是減少了海事事 故的發(fā)生，節(jié)約了大量的社會財富。那么從法律經(jīng)濟學的社會成本理論來說，這 種責任配置是可取的，是合理的。取消承運人的駕駛船舶過失和管理船舶過失免 責之法律規(guī)定，符合法律經(jīng)濟學的法律發(fā)展觀，即社會的法律運行、資源配置的 進化過程就是以交易成本最低為原則，不斷地重新配置權利、調(diào)整權利結構和變 革實施程序的過程。 （三）利用航海的社會條件之今昔對比，論證取消航海過失免責的可能性； 現(xiàn)代科學技術的發(fā)展，使船公司控制在航船舶成為可能，推翻了《哈特法》 支持船東于船員的駕駛船舶、管理船舶的過失兔責的最大理由一船公司無法控 制船員在海上的行為；同時科學技術的發(fā)展，縮短了船舶在航時間，使船舶與岸 上和其它船舶保持聯(lián)系成為可能，為疏導船員心理問題，解決船員生理疲憊，提 供了有效的手段；船舶自動化水平的提高，特別是人工智能的逐步運用；替代了 許多傳統(tǒng)上必須由船員執(zhí)行的任務，大大降低了船員的勞動強度�，F(xiàn)代行為科學、 心理學、管理科學的深入研究及其取得的成果，便航運公司能夠針對性的對海員 行為和心理進行管理和疏導�？傊诂F(xiàn)有的科學條件下，船東能夠對在航船舶進 行有效的管理，，再要求航海過失兔責，把本應由其擔負的責任推向貨主和社會是 不公平、不道德的。 （四）在世界范圍內(nèi)考察航海過失免責的現(xiàn)實立法惰況及其發(fā)展趨勢，論證取消 航海過失免責的現(xiàn)實可行性。 國際上早在五、六十年代就已注意到航海過失免責的經(jīng)濟基礎不復存在， 主張廢除航海過失免責的呼聲漸高，在一些代表貨主利益的內(nèi)陸國家的努力下， 于 1978年 3月引日在德國漢堡舉行的由 78個國家參加的全權代表大會上， 通過了否定航海過失免責的《聯(lián)合國海上貨物運輸公約》，簡稱《漢堡公約》。 取消駕駛船舶過失和管船過失兔責之規(guī)定。為了保護其國家利益，美國國會在 論歸責原則與航海過失免責 上海海運學院 石圣科 1999年提出了《海上貨物運輸法》草案，即 COGSAI 999。有趣的是，在美國 COGSAI 999草案提出不久，作為保守的英聯(lián)邦成員之一的加拿大馬上出臺了 《水路貨物運輸法丸從以上立法例可見，取消航海過失免責正成為各國海商法 承運人制度的發(fā)展趨勢。 最后本文考察了我
[Abstract]:The liability of the carrier and the shipper for the carriage of goods by sea and commercial law in China is the principle of fault liability . However , because of this , it is stipulated in the article 51 that the carrier is not liable for the fault of the carrier and other persons employed in the ship or the management ship .
However , for the carrier , the ship and the ship ' s fault can be exempted . Under the current navigation conditions , the author thinks it may not be appropriate . This article will discuss from the following aspects :









( 1 ) To analyze the development course of the principle of attribution , the evolution of the basic idea of civil law ( i.e . , the current position of civil law ) , and abstract from the macroscopic legal principle the non - legitimacy of the exemption of maritime negligence ;










The principle of attribution is the development of subjective attribution , which indicates that humanity ' s negative to subjective fault , although some negligence is exempted under the principle of meaning autonomy , all countries have given the limitation . Strict liability in the development of the civil law system is more than the liability of the debtor . The maritime law provides the basic moral idea of fault liability in the form of law , violates the negative fault of the principle of attribution , and makes the value orientation of the debtor ' s liability properly aggravated . It is a paradox to the trend of the development trend of the concept of attribution .









The basic idea of the law is from the obligation to the development of the right , the liberation of the human rights from the " cross frame " of the obligation , the individual ' s right has been affirmed , the individual only needs to be responsible for the fault of the individual . From the right to the social standard , it is the inevitable result of the economic development .



















On the Principle of Accountability and the Non - Ho Shanghai Shipping Institute Shisheng Section ;









( 2 ) Using the economic analysis method of law , to prove the inefficiency of maritime negligence ;










From the analysis of the consequences of responsibility configuration , the control cost of the ship is higher than that of the owner because of the direct control of the ship .









The cost of control is much lower . In particular from the point of view of insurance , the owner is insured against the risk and is not available









What is the incentive effect , because the driving behavior is not directly related to the owner , the owner cannot control the ship , and when the risk









The results are very different when they are assigned to the owner of the ship . Because of the current liability insurance , the prevailing practice is insurance .









The liability of the insurance company for the third person is only 314 . The remaining 114 responsibilities shall be borne by the owner , and the owner shall be the owner .









Every effort is made to reduce losses , only in the avoidance of accidents . The direct result is reduced maritime affairs









As a result , a great deal of social wealth has been saved . So from the theory of social cost of law economics , this









It is advisable to arrange the liability arrangement , and it is reasonable to cancel the carrier ' s negligence and the management of the ship ' s negligence .









The legal requirements of legal economics , that is , the legal operation and resource allocation of the society , are in conformity with the legal development view of law economics









The evolutionary process is based on the lowest transaction cost , constantly reconfiguring the right , adjusting the right structure and changing the right structure .









The process of implementing a program .









( 3 ) To prove the possibility of canceling the liability of maritime negligence by comparing the former contrast with the social conditions of navigation ;










With the development of modern science and technology , the ship company can control the ship to become possible , and overthrew the Hart method .









It is not possible for a ship company to control the maximum reason for the negligence of the ship by supporting the ship owner on the crew ' s driving ship .









Behavior of crew members at sea ;
At the same time , the development of science and technology shortens the time of ship sailing and makes the ship and shore









It is possible to maintain contact with other ships , so as to solve the psychological problems of the crew members and to solve the physiological fatigue of the crew members ,









for effective means ;
The improvement of ship automation level , especially the step - by - step application of artificial intelligence ;
replace









many traditional tasks must be carried out by the crew , greatly reducing the labor intensity of the crew , the modern behavioral sciences ,









In - depth study of psychology and management science and the results achieved , it is possible for shipping companies to focus on seafarers









Behavior and psychology are managed and alienated . In conclusion , under the existing scientific conditions , the owner is able to enter the ship









It is the responsibility of the responsible person to carry on the effective management and the responsibility of the maritime negligence , which is to be pushed to the owner and the society by the responsibility of its responsibility .









Unfair and immoral .









( 4 ) To investigate the actuality and the development trend of the practical legislation on the exemption of maritime negligence in the world , and prove the cancellation









Practical feasibility of liability for maritime negligence .









in that early fifth and the 1960 ' s , the international economic base on which navigation fault was exempted from exist ,









The call for the abolition of maritime negligence has been increasing , with the efforts of some landlocked countries representing the interests of the owners of the cargo ,









At the General Assembly , held in Hamburg , Germany , on 31 March 1978 , attended by 78 States ,









The United Nations Convention on the Carriage of Goods by Sea , referred to as the Hamburg Convention , was adopted by the United Nations Convention on the Carriage of Goods by Sea .









in ord to protect that interests of its national interests , the United state Congress is



















On the Principle of Accountability and the Liability of Maritime Fault from Shanghai Shipping Institute Shisheng Section









The draft Law on Carriage of Goods by Sea , COGSAI 999 , was introduced in 1999 . It is interesting to note that in the United States









Soon after the COGSAI 999 draft , Canada , one of the conservative Commonwealth members , was immediately introduced









It can be seen from the above legislation that the exemption of maritime negligence is becoming the maritime law of all countries









The development trend of carrier system .









In the end , I looked at me .
【學位授予單位】：上海海運學院
【學位級別】：碩士
【學位授予年份】：2001
【分類號】：D996.19

【引證文獻】

相關期刊論文 前2條

1 梁永剛;李忠勝;;試論取消航海過失免責中的管船過失免責[J];研究生法學;2006年03期

2 章博;;航海過失免責的取消:《鹿特丹規(guī)則》的取舍[J];海大法律評論;2009年00期

相關博士學位論文 前1條

1 章博;《鹿特丹規(guī)則》研究：制度創(chuàng)新與借鑒[D];華東政法大學;2009年

相關碩士學位論文 前6條

1 趙文嘉;海上貨物運輸承運人航海過失免責制度研究[D];海南大學;2011年

2 吳松海;論提單中承運人的免責條款[D];復旦大學;2010年

3 柳高揚;船舶引航法律問題研究[D];大連海事大學;2012年

4 陳艷;海上貨物運輸承運人責任制度研究[D];中國政法大學;2007年

5 朱珂;非強制引航下引航方的民事責任問題研究[D];大連海事大學;2008年

6 張婉婷;論海上危險貨物運輸中托運人的法律責任[D];大連海事大學;2012年

本文編號：2093560