论归责原则与航海过失免责

发布时间：2018-07-03 11:59

本文选题：论归 + 原则　；参考：《上海海运学院》2001年硕士论文

【摘要】： 我国海商法在海上货物运输方面的承运人违约责任之归责采取过错责任原则，但因其在第51条又规定“船长、船员、引航员或者承运人的其他受雇人在驾驶船舶或管理船舶中的过失”承运人不负赔偿责任。因为这一点，海商法学界称之为不完全过失责任制。而托运人的责任基础是过错，同时第六十八条又作了担保性质的规定，就该条规定而言我国法官和海事法院都认为托运人承担的应该是严格责任。从以上分析可见，我国海商法中，承运人和托运人之间的权利、义务关系是不平衡的。由于危险货物对船舶和船上人员的生命可能构成较大的危害，而且只有托运人才是最了解危险货物的人，也是采取措施预防危险发生的最适合的人选，所以令其对托运的危险物承担严格责任，笔者认为是可以理解的；而对于承运人就船员驾驶船舶和管理船舶的过失可以免责，在当今航海条件下，笔者则认为未必妥当。本文将从以下几个方面进行论述： (一)分析归责原则的发展历程、民法基本观念(即民法的本位)的演进，从宏观的法律原理方面抽象论证航海过失免责的非正当性；归责原则从客观归责到主观归责的发展，表明人类对主观过错的否定，虽然在意思自治原则下出现了一些过失免责，但各国都对此给以了限制。严格责任在大陆法系国家的发展，更是在过错责任的的基础上加重了债务人的义务。海商法以法律的形式规定过失免责，背离了个人须对自己的过错负责的基本道德观念，违反了归责原则之否定过错、并适当加重债务人责任的价值取向，是对归责观念发展潮流的悖逆。法的基本观念从义务本位到权利本位的发展，把人类从义务的“十字架”上解放了出来，使个人的权利得到了申张，个人仅须就其个人的过错行为负责。从权利本位到社会本位的演进，是经济发展的必然结果，表明个人之间的依存关系增强，为了共同发展，适当强调社会公共利益已成为必要，保护弱势群体成了法律公正的表现之一。在海上货物运输中，广大的货物托运人是“消费者”，属于弱势群体，应当受到法律的保护。但现存的航海过失免责，却与此相背，不能不令人遗憾。论归责原则与航海过失免菏上海海运学院石圣科（二）利用法律的经济分析方法，从微观上论证航海过失免责的低效率问题；从责任配置的后果的分析来看：因为船东直接控制船舶，其控制成本比货主的控制成本要低得多。特别从保险的角度看，由货主对风险进行投保，得不到任何激励效果，因为驾驶行为与货主没有直接关系，货主不能控制船舶。而当风险分配于船东身上时，结果大不相同。因为目前船舶责任保险中，流行的做法是保险公司对第三人责任只承担 314责任，剩下的 114责任由船东自己承担，船东为了尽力减少损失，只有在避免事故的发生上做文章。其直接结果是减少了海事事故的发生，节约了大量的社会财富。那么从法律经济学的社会成本理论来说，这种责任配置是可取的，是合理的。取消承运人的驾驶船舶过失和管理船舶过失免责之法律规定，符合法律经济学的法律发展观，即社会的法律运行、资源配置的进化过程就是以交易成本最低为原则，不断地重新配置权利、调整权利结构和变革实施程序的过程。（三）利用航海的社会条件之今昔对比，论证取消航海过失免责的可能性；现代科学技术的发展，使船公司控制在航船舶成为可能，推翻了《哈特法》支持船东于船员的驾驶船舶、管理船舶的过失兔责的最大理由一船公司无法控制船员在海上的行为；同时科学技术的发展，缩短了船舶在航时间，使船舶与岸上和其它船舶保持联系成为可能，为疏导船员心理问题，解决船员生理疲惫，提供了有效的手段；船舶自动化水平的提高，特别是人工智能的逐步运用；替代了许多传统上必须由船员执行的任务，大大降低了船员的劳动强度。现代行为科学、心理学、管理科学的深入研究及其取得的成果，便航运公司能够针对性的对海员行为和心理进行管理和疏导。总之在现有的科学条件下，船东能够对在航船舶进行有效的管理，，再要求航海过失兔责，把本应由其担负的责任推向货主和社会是不公平、不道德的。（四）在世界范围内考察航海过失免责的现实立法惰况及其发展趋势，论证取消航海过失免责的现实可行性。国际上早在五、六十年代就已注意到航海过失免责的经济基础不复存在，主张废除航海过失免责的呼声渐高，在一些代表货主利益的内陆国家的努力下，于 1978年 3月引日在德国汉堡举行的由 78个国家参加的全权代表大会上，通过了否定航海过失免责的《联合国海上货物运输公约》，简称《汉堡公约》。取消驾驶船舶过失和管船过失兔责之规定。为了保护其国家利益，美国国会在论归责原则与航海过失免责上海海运学院石圣科 1999年提出了《海上货物运输法》草案，即 COGSAI 999。有趣的是，在美国 COGSAI 999草案提出不久，作为保守的英联邦成员之一的加拿大马上出台了《水路货物运输法丸从以上立法例可见，取消航海过失免责正成为各国海商法承运人制度的发展趋势。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 .
【学位授予单位】：上海海运学院
【学位级别】：硕士
【学位授予年份】：2001
【分类号】：D996.19

【引证文献】