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1、摘 要随着全球化进程，国际贸易变得越来越普遍，85%的国际贸易货物是通过海上运输的，因此，海上货物运输也变得越来越流行。为了进一步促进全球化，世界各国认识到国际货物运输法律规范的统一必不可少。但从现存的海上运输法律看，不仅有三大国际公约，即海牙规则、海牙-维斯比规则和汉堡规则同时存在并生效，还有各国为了保护本国政治经济利益而制定的国内运输法，使得海上货物运输法律混乱不堪。为了改变这一局面，联合国国际贸易法委员会（UNCITRAL）从1996年开始委托国际海事委员会（CMI）起草国际运输公约。经过多年的努力，终于在2008年11月17日，联合国第63届会议审议并通过了全程或部分海上国际货物运输合
2、同公约，并在2009年9月23日在荷兰鹿特丹举行开放签署仪式，并将其称为“鹿特丹规则”，同时吁请各国政府考虑成为公约的缔约国。纵观海上货物运输国际公约的沿革，不难发现，承运人责任制度的改变是海上货物国际公约演变的标志。在任何一个海上货物运输的国际公约或国内法中，承运人的责任制度都始终处于中心地位，它决定着海上货物运输法的基本特征与价值取向。因此，对于新公约承运人责任制度的研究也有助于认识新公约的基本特征与价值取向，从而判断新公约是否适应国际海上货物运输的发展方向。本文对新公约中的承运人责任制度的研究通过以下几个方面来展开：第一章，主要介绍了目前海上货物运输法律不统一的现状，引出制定鹿特丹规则的
3、必然性。第二章，分析了鹿特丹规则下承运人的定义及识别方法，以及鹿特丹规则中的新生概念海运履约方，将海运履约方与相关责任主体进行比较，为后文海运履约方与承运人的责任制度的阐述做好铺垫。第三章，通过对当前物流实践的分析，得出公约采取“门到门”的运输模式，扩张承运人责任期间的必要性，并肯定了公约采用与其运输模式相统一的承运人最小网状责任制的意义。第四章，对承运人的赔偿责任进行了比较详细的分析。结合承托双方举证责任分配问题阐述了公约对承运人的赔偿责任规则原则采用过错推定的合理性。对最具海运特色的驾管船过失免责和火灾免责的存废也进行了分析，认为公约取消驾管船过失免责是顺应时代潮流的，但对保留船上火灾免责
4、还有待探讨。本章从责任限制数额、限制内容以及责任限制主体等方面重点阐述了承运人限制赔偿责任制度的完善。另外，对于迟延交付的构成与责任限制也进行了阐述并提出了自己的观点。第五章，本章从海运履约方的责任期间以及海运履约方承担的责任范围和赔偿数额计算的角度，分析了海运履约方的赔偿责任制度，并探讨了海运履约方与承运人之间连带赔偿责任的性质，提出两者之间实际上是属于不真正连带债务。第六章，从国际社会及我国各位海商法研究专家对鹿特丹规则的态度，探讨我国加入公约的可能性。关键词：鹿特丹规则，承运人，海运履约方，赔偿责任ABSTRACT International trade has become incre
5、asingly prevalent in globalization, while 85% goods of international trade transported by sea, so shipping has become more and more popular. In order to promote further development of globalization, the world recognized its essential to unify legal norms in international transport. However maritime
6、transport laws have not only three major international conventions, they are the Hague Rules, The Hague - Visby Rules and the Hamburg Rules, but there are laws made by each country in order to protect their own political and economic interests. This made the laws confused. In order to change this si
7、tuation, the United Nations Commission on International Trade Law (UNCITRAL) entrusted the International Maritime Committee (CMI) drafting international carriage conventions in 1996. After years of efforts, finally it confirmed and adopted the United Nations Convention on Contracts for the Internati
8、onal Carriage of Goods wholly or partly by Sea in the 63rd United Nations General conference on November 17th, 2008. It hold a ceremony for open signature at Rotterdam, and called this convention the Rotterdam Rules in September 23rd, 2009, and appealed upon all Governments to join it. Throughout th
9、e evolution of international shipping codes, its not difficult to find out that the change of carrier liability is the mark of the evolution of International shipping Conventions. The carriers liability is always in the center in any international shipping carriage conventions or national laws, whic
10、h determines the basic characteristics and values of international shipping conventions. Therefore the study about carriers liability in the new conventions is useful to understand the basic features and value of new code, and then to determine whether its adapt to international shipping development
11、 or not. This article studied on the carrier liability of new convention in the following aspects: In the first chapter, it introduces the current situation of non-uniform maritime laws, and then leads to the inevitability to develop Rotterdam rules. In the second chapter, it analyses the definition
12、 and identification of carrier under the Rotterdam rule and a new concept-the maritime performing party. It compared maritime performing party with the related responsibilities paving for describe the responsibility system of carrier and maritime performing party later. In the third chapter, through
13、 the analysis of current logistics practice, it came to the door to door transport mode and the necessary of expanding carriers responsibility period, and affirmed the significance to adopt the minimum network liability system adjusting to its transport mode in the new convention. In chapter IV, it
14、did an exhaustive analysis on carriers liability. Combined with the distribution of proof supporting between consignor and carrier, it elaborated the rationality to adopt presumption fault on carriers compensate liability in new convention. It analyses fault exemption under driving control boat and
15、fire, thought it followed the trend to cancel the fault exemption under driving control boat, and need to further discuss to retain fault exemption under fire.This chapter focused on the complete of limited compensate liability of carriers from the amount of restrict liability, restrict content and
16、the body of limited liability. In addition, it elaborated the composition of delay delivery and limited liability and conveyed my own opinion upon it. In Chapter V, it analyses the compensation liability system of maritime performing party from the scope of the maritime performing partys liability to the calculation of compensate amount and discussed the nature of related compensate
