Contract Of Carriage Research Articles

Щодо особливостей договору чартеру (фрахтування) за цивільним законодавством України

У запропонованій статті визначається, що розвиток бізнесу, розширення міжнародних відносин вимагають від учасників мобільності й оперативності пересування, що не завжди забезпечується регулярним повітряним сполученням. Все це зумовило розвиток сегменту чартерних перевезень.
 Договором фрахтування судна називають як договір перевезення вантажів, пасажирів, багажу, якщо він укладений з умовою надання для перевезення всього судна або окремих суднових приміщень, так і договір оренди судна з екіпажем або без нього. І в тому, і в іншому випадку сторони можуть називатися однаково -«фрахтувальник (судновласник)» і «фрахтувальник», предмет договору - переміщення певних обумовлених об'єктів (вантажів, пасажирів, багажу) може бути один і той самий.
 Акцентується увага на тому, що договір фрахтування (чартер) є двостороннім і оплатним, зміст якого полягає у праві фрахтувальника зарезервувати все обумовлене договором судно, інший транспортний засіб (частину його місткості) для перевезення за плату протягом одного або декількох рейсів, передбачених цим договором вантажів, пасажирів і багажу, а фрахтувальника - отримати за наданий транспортний засіб (частину його місткості) встановлену угодою сторін плату (іменовану в морському праві фрахтом).
 Пропонується виділяти такі ознаки лінійного судноплавства: 1) регулярність повідомлення і наявність розкладу судів; 2) перевезення дорогих генеральних вантажів; 3) завантаження судна вантажами багатьох вантажовідправників; 4) оплата перевезення за лінійними тарифами; 5) здійснення вантажно-розвантажувальних операцій перевізником; 6) публічний характер послуг перевізника.
 Водночас українське право застосовує поняття «договір фрахтування» виключно до перевезення вантажів, пасажирів, багажу. Всі інші форми експлуатації суден є договором оренди судна як транспортного засобу.
 Чартер зазвичай розрахований на перевезення великих партій масових вантажів, тому її умовою виступає надання всього судна, його частини або певних суднових приміщень.
 Звертається увага на те, що, хоча відносини фрахтування (чартеру) в морському праві детально регламентовані на законодавчому рівні, чинне законодавство України в цій сфері не є досконалим.

Источники правового регулирования договора перевозки железнодорожным транспортом

The subject of this article is the sources of legal regulation of the contract of carriage by rail. Based on the analysis of the current legislation, the author identifies the features and problems of a large number of sources that regulate contractual relations in the field of railway transport. The author comes to the conclusion that such a spread of legislation, on the contrary, creates difficulties for civil law entities involved in transportation relations, especially when protecting violated rights. In addition, many of the rules of one law begin to contradict the rules of another. In this regard, the author believes that the legislation regulating rail transport requires the concentration of such rules in a more codified form.

Passenger rights: the latest civilization approaches and security

The article is devoted to topical issues of securing the rights of the passenger under the legislation of Ukraine. A comparative analysis of the transport legislation of Ukraine with that of the EU has led to the conclusion that not all passenger rights, which they rely on in the present civilizational context, are now legally enshrined. The extent of their provision is currently minimal. Oddly enough, the right to safety did not find its normative regulation either in the acts of transport and civil legislation, or in the Constitution of Ukraine. In the author's view, it must be at the forefront of such fundamental natural human rights as are relevant to human life and health. It should be the main criterion for the proper performance of the contract of carriage of passengers by the carrier. The author insists that the legislation of Ukraine should enshrine the rights of the passenger, which constitute not only the content of the design of the obligation to carry the passenger, but also personal non-property rights, the exercise of which is correlated with the manner of performance of the contract of carriage of the passenger, depending on the technical features of the operation of different modes of transport. as is the case under EU law. These include the right to security, to non-discrimination, to mobility, to accessibility, to assistance, to guarantees of protection, to compensation in case of violation, to the availability of protection, to the right to be heard, to the proper application of national law. These rights should receive regulatory support that formalizes a harmonious combination of legal, organizational, ideological, economic and social components. The legal regulation of certain legal guarantees, in particular the peculiarities of exercising the right of defense and the use of instruments of civil liability of the carrier for improper performance of contractual obligations and / or violation of the rights of passengers (penalties - compensation) can be applied differently by types of transport. But they have to be. Otherwise, it is possible to state the declaration of the passenger's rights

Los riesgos del mar en el Nomos Rhodion Nautikos


 
 
 The article is aimed to present a brief discussion of several chapters of the Nomos Rhodion Nautikos concerning the obligation of contribution for different persons taking part in a contract of carriage by sea, in case some of the goods had to be thrown overboard by the ship’s master to save the vessel. It is shown how deep the differences between the Roman regulation and the Byzantine one could be, and it is attempted to explain the reasons why these differences might have emerged.
 
 

The Parties To Contract of Carriage of Cargo

What appears from contract for carriage of cargo is that it is concluded between the sender and carrier, under which the carrier is obligated to carry the goods to the destination and deliver them to the consignee. However, this appearance might not reflect the truth, in that the consignee is the main beneficiary in the transport operation consequently, he might not only be entitled under the contract of carriage but also be obligated by the same contract. As a result, this question might arise that whether the consignee could be deemed as a party to contract of carriage or not? Some believe that the consignee is a third party vis-à-vis the contract of carriage, while others see him a contract party either in the form of a bilateral contract (omitting the sender from the circle) or a tripartite contract. On the other hand, the same question arises concerning the carrier as in most of the cases more than one carrier is involved in the carriage operation. It is worth noting that the subject of this article, which is of many legal consequences on the parties involved, is analyzed with a comparative study of French and English law and also the international transportation conventions.

Compensation for air transport accidents

Compensation is the effect of liability, which means, the penalty for breach of an obligation. When the liability of the air carrier is realized, the damage is incurred in the event of physical damage to the passenger (safety obligation), loss, damage or loss of goods or baggage Registered) and the delay in the implementation of the air transport contract. Compensation is estimated to the extent of damage according to the general rules of the Civil Code, but in the field of air transport the legislator has departed from this rule, having set a maximum compensation for the carrier responsible, In charging the carrier with liability for the entire damage (unlimited liability), the carrier may lead to the abyss of bankruptcy, thus depriving the carrier of its work in this important economic facility, while the international legislator did not neglect the passenger or shipper, as did not allow the derogation from the ceiling set by International agreements, so as to find a balance between the parties to the contract of carriage. The international legislator has endeavored to maintain the limited liability of the air carrier as long as it is good faith, but when it becomes ill-intentioned it becomes liable for the full damage and does not benefit from limited liability, and if the parties agree that compensation for the full damage is possible, because it does not contravene the public order.

Проблемы установления слабой стороны в договоре перевозки

Проблемы установления слабой стороны в договоре перевозки

Contracts of Carriage and International Conventions

Contracts of Carriage and International Conventions

Cognitive Biases, Letters of Credit and Letters of Indemnity: The Case Study of the Erin Schulte

This working paper analyses the facts and decisions that led to the dispute in The Erin Schulte in order to identify the kinds of cognitive biases that may affect decision-making in complex situations affecting the performance of letter of credit and carriage contracts. It identifies various cognitive biases that may be at work in these situations, including loss aversion, the ambiguity effect, status quo bias and optimism bias. It proposes ways in which these biases may be countered in order to ensure better decision-making in these contexts, including making use of cautionary tales in the process of giving legal advice and using electronic alternatives to transport documents.

ЦИВІЛЬНО-ПРАВОВИЙ ЗАХИСТ ПРАВ ПАСАЖИРА ЯК УЧАСНИКА ПРАВОВІДНОСИН ІЗ ПЕРЕВЕЗЕННЯ ПАСАЖИРІВ У МІСЬКОМУ ТА ПРИМІСЬКОМУ СПОЛУЧЕННІ

The article is devoted to the solution of problematic issues of civil legal protection of passenger rights during transportation in urban and suburban traffic. According to the author, the peculiarities of the investigated legal relations, their legal regulation, predetermine the peculiarities of civil law protection of the rights of the passenger in the transport of various types of transport in urban and suburban areas. The author has expanded the scope of contractual regulation of the legal relations of passenger transportation and, accordingly, protection of his rights, since, for the most part, the legal regulation of the investigated legal relationship is carried out at the level of acts of civil law. However, the author acknowledges that the requirements of acts of civil law should be recognized by the terms of the contract of carriage of the passenger. In this case, the contract of carriage is simultaneously a legal fact that generates a relationship, transaction, and commitment. In addition, the subject matter of the relationship of passenger transportation is somewhat wider than the contract of carriage. So, if in the contract of carriage there are only two parties – the carrier and the passenger, then in the transport relationship they are more. These are the parties themselves (carrier and passenger); bodies of local self-government, which perform the role of the organizer of providing transport services to the population, which coordinates the routes, the fare, determines the competitive conditions for the election of the carrier, establishes rules for the carriage of passengers in a given settlement (which must be textually in accordance with the Regulations for the carriage of passengers by various modes of transport); the subject of entrepreneurial activity, which accepts payments, or serves an automated system of payment of fares, etc. The point is that, in fact, local authorities are the organizer, which defines the terms of a public contract for passenger transportation. The peculiarity of this contract, as an agreement, which by way of conclusion can be called an agreement on accession, predetermines the feature that the passenger or concludes an agreement on the conditions determined by such an organizer or not. These conditions are defined by the Civil Code of Ukraine, the Law of Ukraine “On Transport”, the Law of Ukraine “On Urban Electric Transport”, transport codes and statutes, rules for carriage of passengers by various means of transport, the contract between the organizer or the customer of transportation and the carrier. Their requirements are in the terms of the relevant transportation agreements and are an integral part of them and make up the contents. Accordingly, the protection of the rights of the passenger is due to the content of the terms of such an agreement. The view on the contract of carriage of a passenger as a means of realizing the right of a person to freedom of movement allows to realize that the improper performance of their powers by local self-government bodies in terms of addressing the needs of the population of a territorial community by transport services is a violation of natural human rights. However, unfortunately, the issue of protection of violated rights and protected by law interests of citizens (potential passengers) is not resolved either at the level of positive law, nor at the level of practice of law. Analysis of legislative acts and jurisprudence allows us to conclude that neither carriers nor transport organizers (local self-government bodies) are not civilly responsible for the inadequate organization and operation of public transport. Exceptions include cases of injury or death of users of public transport services in urban and suburban traffic. But in this case the protection does not come from the passenger transportation agreement, but on the basis of acts of civil legislation on the fact of causing damage to a person’s health or death on the basis of the construction of a non-contractual obligation.

CARRIAGE OF GOODS BY SEA AS A SPECIAL FORM OF LOCATIO-CONDUCTIO OPERIS FACIENDI IN ROMAN LAW

Carriage of goods by sea, as a special form of locatio-conductio operis faciendi contract, is becoming particularly interesting in Roman law in social surroundings in the period after Punic wars. That was the period when the Roman state expanded, and the maritime trade developed, which demanded rapid and effective conclusion of legal affairs. With uprising of maritime trade, there was a need for the existence of legal means, which would help meet the increasingly demanding trade of goods. This led to the creation of contract of carriage of goods by sea, which in Roman law was a specific form of locatio-conductio, specifically locatio-conductio operis faciendi. For the conclusion and validity of this contract, in addition to the agreement between the contracting parties, it was also necessary that the conditions regarding the subject of the contract were fulfilled. The subject of this contract was not work itself or workforce, but the final result of work (opus), ie. to transport goods from one place to another, and a fee (merces) paid for such services.

الاحتيال البحري ووسائل التصدي له = Ways of Addressing Maritime Fraud

احتيال بحري | سند شحن | سند شحن إلكتروني | محتال | سند شحن تقليدي | سند ملكية البضاعة | إيصال استلام البضاعة | بيان الشحنة | تبادل المعلومات الدولي | عقد النقل البحري | Maritime Fraud | Bill of Lading | Electronic Bill of Lading | Fraudster | Traditional Bill of Lading | Document of Title to Goods | Goods Receipt Note | Shipment Statement | International Exchange of Information | Contract of Carriage by Sea

On the issue of "clean" bills of lading

The main document in the process of "documentary" sale of goods is traditionally a bill of lading – a universal multi-purpose document used exclusively for the carriage of goods by sea or inland waterways. As practice shows, for example, in letter of credit transactions, banks, which are an important link in the contract of sale of goods, have a negative attitude to the so-called "unclean" bills of lading containing certain clauses, preferring to receive a set of documents that include only "clean" bills of lading. The article primarily analyzes the clauses that can be made to the bill of lading and are unilateral statements of the carrier on certain issues of performance of the contract of carriage by sea and do not require agreement with the shipper.

Гарантії прав пасажира за договором перевезення пасажира

Гарантії прав пасажира за договором перевезення пасажира

COMMODITY SECURITIES AS AN OBJECT OF CIVILIAN RELATIONSHIPS

The country’s transition to a market form of organizing social production and the circulation of products caused profound changes in the economy. The formation of joint-stock companies, the transformation of state and municipal enterprises into joint-stock companies, through privatization, are associated with a wide issue and circulation of securities. Therefore, the main purpose of the work is to study the characteristics of commodity-oriented securities as objects of civil legal relations. It was determined that the bill of lading is written out on the form of the established form with the obligatory observance of its details, which identify the scope of rights contained in its text. It has been established that a characteristic feature of a title-deed security is its one-sidedly binding character. It was determined that the bill of lading, as a universal type of security, testifies to the contract of carriage, provides the right to physically delivered goods, is a receipt that confirms the delivery of goods to the carrier.

운송인의 파산으로 인한 계반비용의 보험자 보상에 관한 연구 : 한진해운 사례를 중심으로

Since Hanjin filed for receivership by the Korean Court in 2016, her vessels were arrested at some ports by creditors and they could not have carried out their voyages to the destination ports in the schedule. The contract of carriage was terminated at a place other than the destination. Hanjin would liable for their breach and tort liability of carriage contract to cargo owners, but the claim against them was significantly costed due to their bankruptcy. The marine cargo insurance sometimes cover the forwarding charges and sometimes not. Two marine cargo insurances,“old policy”(ICC, 1963) and “new policy”(ICC, 1982), have mostly been using in Korea. This study analyses and compares all relevant clauses of two policies and suggest solutions for the bona-fide cargo owner.

Unlimited carrier's liability

The author in this article analyses unlimited carrier’s liability regarding not only to malicious behaviour of carrier in fulfilling obligations from contract of carriage (e.g. causing damage with intent, wilful misconduct or recklessly), but also ordinary situation where, despite of non-fulfilment of contract, carrier’s liability is limited. The core of this article is concentrated on the explanation of the link between strict carrier’s liability and legal importance of degree of carrier’s fault in non-fulfilment of contract. The author is on the standpoint that carrier should be liable limited, but not in amount below the value of goods, but in the amount equal to its market value. This liability regime is justified with the fact of high economic power of transport companies and developed technic in traffic and vehicles, which did not exist in the beginnings of modern transport. In the first part of the article is represented the notion of unlimited liability and legal regime of contemporary carrier’s liability expressed in strict liability. Then is considered legal importance of carrier’s fault in fulfilling contract, and especially the influence of degree of fault on (un)limitation of carrier’ liability. Finally, author highlights the number of persons who could be identified with carrier and specifically whose intentional and recklessly action would be resulted in unlimited carrier’s liability.

국제화물운송계약에서 적용되는 준거법 결정에 관한 고찰

국제화물운송계약에서 적용되는 준거법 결정에 관한 고찰

Comparative Study of International Carriage of Goods by Railway Between CIM and SMGS

China and some of its trade partners in Western Europe apply different legal regimes for international carriage of goods by railway — respectively Agreement on International Railway Freight Transportation (SMGS) and Uniform Rules Concerning the Contract of International Carriage of Goods by Rail (CIM). For transportation of goods by railway between China and Western Europe both the CIM and the SMGS are often applicable. China’s initiative “the Belt and Road” promotes development of railway transport in Eurasia and creates new incentives for comparative study between those two international legal systems. This article provides a brief historical outline of comparative studies between the CIM and SMGS. This article also purports to show that some similarities and differences between the two regimes might be better understood from the perspective of comparative legal history. Taking into account inter alia the common origin of the current versions of the CIM and SMGS in the 4th revision of the CIM of 1933, differences and similarities between two legal regimes have been analysed with regard to the following topics: the scope of application of the CIM and SMGS; the nature of the carrier’s liability under the CIM and SMGS; exclusivity of the CIM, exclusivity of the contract of carriage under the SMGS; period of responsibility; persons for whom the carrier is liable.

Consideraciones sobre el contrato de transporte internacional terrestre de mercaderías

El transporte internacional tiene una importancia clave en la economia de los privados y de los diversos Estados. Asimismo, desde el punto de vista juridico, el contrato de transporte internacional se presenta como uno de los negocios juridicos a los que la doctrina le ha prestado mayor atencion. Este trabajo se enfoca en el transporte internacional terrestre de mercaderias, por ser la especie que muestra mayores discusiones y problematicas. En esta exposicion se realiza un analisis desde una doble perspectiva: desde el Derecho de los Contratos y desde el Derecho Internacional Privado, aportando un punto de vista sobre aquellos topicos que han generado mayores dudas al aplicador del derecho.