Academic literature on the topic 'Carriage transport contract'
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Journal articles on the topic "Carriage transport contract"
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Bryukhov, R. B., and K. E. Kovalenko. "International legal regulation of road transportation (features of the legal consciousness of legislators)." MATEC Web of Conferences 239 (2018): 03008. http://dx.doi.org/10.1051/matecconf/201823903008.
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The contract of international carriage is a special type of foreign economic transactions. The specificity of this agreement is due to the peculiarities of transport as a natural monopoly of the state. The contract of international carriage includes public law (determination of the status of the transport environment) and private law (direct organization of the carriage itself) aspects. International carriage is the carriage of goods and passengers between two or more states in accordance with the terms of an international agreement concluded between them.
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Akhmetshin, Elvir, and Kseniya Kovalenko. "Essential terms of the contract of carriage of goods." MATEC Web of Conferences 239 (2018): 03006. http://dx.doi.org/10.1051/matecconf/201823903006.
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The specifics of the contract of carriage of goods and its difference from other types of contracts used in the sale of goods and services are considered. Application of the contract of carriage of goods for the regulation of large-scale and long-term relations, and also relations between the branches of the economy and the regions of the country are considered. This is of practical importance and is necessary due to the fact that the specifically dedicated norms are applied to each contract along with the norms common to all sales contracts. At the same time, the legal characteristic of economic contract depends not only on the name assigned to it by the parties but also on those rights and obligations that the parties have determined in the contract. However, the functions performed and the role of each of the types of transport contracts cannot be unambiguous. In the article, the factors affecting the transport service of international business transactions are considered.
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Cotutiu, Aurelia. "The Essential Conditions for the Validity of the Contract of Carriage." Journal of Legal Studies 16, no. 29 (June 1, 2015): 48–55. http://dx.doi.org/10.1515/jles-2015-0005.
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Abstract At the conclusion of the transport contract for goods or people, the carrier shall make available to the consignor or the passenger his exclusive and special service to travel in space with a suitable means of transport, different from other previous or subsequent transport services. Thus, the transport activity is entirely distinct and independent from the civil or economic transactions concerning the goods transported, which run between the consignor and the recipient, or, taking another example, from the insurance agreement during the transport of goods or persons, imposed by law. At the same time, transport is a service of public interest, which obliges the transport operator to publish permanently his transport offer with all the information needed to access it. This is the source of the organized and uniform periodicity of the carrying trade, performed as a constant preoccupation in order to obtain profit. But, because of the multitude and diversity of displacement interests of the transport beneficiaries, sometimes the transport operator is forced to arrange that the transport of goods or people contracting should be carried out through another carrier. Therefore, whenever the transporter is substituted by another transport operator for total or partial execution of its duty, the latter will be considered part of the transport contract, taking over all obligations of the contracting operator directly with the beneficiary of his service.
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Knežević, Mirjana. "Passenger transport: The challenges in the modern world." Ekonomika 67, no. 2 (2021): 23–34. http://dx.doi.org/10.5937/ekonomika2102023k.
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In this paper, the author examines the domestic and international legal framework for the contract of carriage of passengers and its presence in different transport modes and offers a response to the current challenges. The purpose of the paper is to analyze the international and domestic regulations and present the rights and obligations of contracting parties in order to facilitate its application in the emerging practice. The author recognizes passenger transport as a field full of modern challenges caused by novel, still under-researched risks to passengers' health. Special attention is paid to the contract of passenger carriage by rail. The advantages of this transport mode are examined, the obligations of railway carriers and passengers are presented, while the obligation of the railway carrier to accept transporting any interested person if they have vacancies is underlined. The analysis focuses on the significance of the contract of passenger transport in the modern environment where risks to passengers' healthcare present. The author recognizes passenger transport by rail as a convenient and perspective branch of passenger transport for both international and domestic passenger transport. This sort of passenger transport already has the potential to respond to the challenges of preserving and strengthening the protection of passenger's rights, above all the right to safe and secure transportation.
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Derkach, Ella, and Sergei Pavliuk. "INTERNATIONAL LAW ON THE MULTIMODAL CARRIAGE OF GOODS: RECENT TRENDS AND PERSPECTIVES." International Journal of Legal Studies ( IJOLS ) 2, no. 2 (December 29, 2017): 267–84. http://dx.doi.org/10.5604/01.3001.0012.2252.
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Multimodal transport is a systematic combination of different modes of transport such as railway, road and water transport, aviation, and other traditional transport modes that can take advantages of each individual modes and achieve higher efficiency. This paper presents an overview of legal issues concerning the multimodal carriage of goods. The authors focus on the evolution of the international law regulations of the freight transportation with particular reference to the issues connected to multimodal transport. The critical review of existing international conventions and their provisions pertaining to multimodal transportation and the “maritime plus” regime of the Rotterdam Rules is provided. In addition, the problems generated by the lack of uniform multimodal carriage law are highlighted by the authors and the perspectives recommendations concerning multimodal transportation of goods are proposed. These problems will be addressed by means of an analysis of the current legal framework in relation to multimodal carriage and an assessment of how within this framework the law applicable to a multimodal contract may be uncovered.
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Ahmadi, Majid Reza Arab, Mostafa Elsan, and Ibrahim Noshadi. "Comparative Study of Bill of Lading Function as Title Document." Journal of Politics and Law 10, no. 1 (December 29, 2016): 188. http://dx.doi.org/10.5539/jpl.v10n1p188.
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One of the new transformations in the scope of maritime transportation about shipping documents includes non-paper (electronic) maritime transport documents. Three principal functions of a bill of lading in maritime transportation comprise receipt of carriage of good, reason for carriage contract, and title document. The majority of studies are about to realize the functions of carriage receipt and reason for carriage contract within substitution of electronic documents, such as replacement of paper bill of lading with an electronic bill of lading. While there is not the same conclusion about the function of the title document and this doubt on the result is beyond the replacement of paper documents with electronic documents caused by ambiguities in considering the bill of lading as a title document of goods and function of a bill of lading as a title document. In general, the transfer of a bill of lading does not mean the transfer of ownership while ownership is transferred through a contract of goods’ sale and bill of shading is considered as a document that indicates a property of goods to facilitate transactions within commercial operations.
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Milos Poliak, Jana Tomicova, Marek Jaskiewic, Pawel Drozdziel, and Natalia Lakhmetkina. "Identification of Neutralization of the CMR Documents in European Union Conditions." Communications - Scientific letters of the University of Zilina 22, no. 4 (October 1, 2020): 28–34. http://dx.doi.org/10.26552/com.c.2020.4.28-34.
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Year 1956 was an important year for international road and freight transport. By this year Convention on the Contract for the International Carriage of Goods by Road (CMR) was made. The basic purpose of the Convention was to unify the rules in the international carriage of goods and thereby promote development of international trade. From the practical point of view, this was very important for both carriers and transporters. This Convention also describes the most important document in the international carriage of goods, which includes the consignment note of CMR as well. Recently this document is often associated with the term neutralization. Objective of this article was to clarify the meaning of this phrase in transport. In addition, the aim was to find out in what range carriers have real experience with neutralization of the consignment note of the CMR during the transport, for what types of goods and on what types of routes is the neutralization being used the most.
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Jashari, Mr Sc Nexhat. "New legislation of republic of Kosovo in thefield of transport." ILIRIA International Review 2, no. 1 (June 30, 2012): 149. http://dx.doi.org/10.21113/iir.v2i1.168.
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In this output are treated issues related to the new legislation in Kosovo in the field of transport. in particular, there is elaborated the law in force, regulations, administrative directions and other sub-legal acts issued by the Ministry of Transport Post and Telecommunication.Special importance was paid on the harmonization respectively on the approximation of the new legislation in Kosovo in the field of transport with acquis communitaire, as well as other aspects of direct implementation of the EU legislation from this field in Kosovo. It also reviewed the application of Law on Obligations provisions as lex generalis in the field of transport and recommendations are given for better and overall regulation of the field of transport, by supplementing and amending laws and by proposing the issuance of other special laws from this field.in the field of transport with international report, such as: European Agreement Concerning the International Carriage of Dangerous Goods by Road (ADR), Regulations Concerning the International Carriage of Dangerous Goods by Rail (RID), Convention Concerning International Carriage by Rail (COTIF) , Convention Relating to the Contract of Carriage of Goods by Road CMR, The Convention on International Civil Aviation, - Chicago ConventionThe method used in this research is the comparative method.The result of this research is the ascertainment of the situation of new legislation in Kosovo, in relation to acquis communitaire, the effort and commitment of competent institutions for approximation with acquis communitaire .At the end as a conclusion there have been proposed the measures that should be taken in order to complete the legal framework in the field of transport.
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Akhmedov, Arsen Yarakhmedovich, Yulia Nikolaevna Boyarskaya, Olga Sergeevna Sotskova, Olga Fedorovna Fast, and Sergey Aleksandrovich Filippov. "Digitalization of transport services in modern Russia." SHS Web of Conferences 118 (2021): 04013. http://dx.doi.org/10.1051/shsconf/202111804013.
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The purpose of the study is to establish the features of regulation of individual relations in the digital economy. The work uses a systematic approach, methods of comparison, description, interpretation; theoretical methods of formal and dialectical logic; private scientific method: comparative legal. The result of the study was the postulates that such qualifying features of a carsharing agreement as the subject structure and the purpose of the conclusion allow us to conclude that it is necessary to refer it to a rental agreement, a feature of which is the use of a smart contract. However, a smart contract is not only a form of contract, but also a way of fulfilling contractual obligations. Its use gives a carsharing agreement clear advantage over a conventional rental agreement. The program code excludes the possibility of changing its content and violating the contract. Aggregators can participate in transportation relationships in different ways. In cases where the aggregator organizes transportation, forms the terms of the contract of carriage, it must be jointly and severally liable together with the carrier to the passenger. If the aggregator provides only an information service, then he must answer to the customer only for its quality. The novelty of the study lies in the proof that despite the fact that digital technologies are shaping new business strategies and changing the nature of legal relations, these relations are still not properly regulated by domestic legislation.
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Nikitinas, Vilius. "Bendros CIM / SMGS teisinės sistemos kūrimo raida ir teisinė reikšmė." Teisė 83 (January 1, 2012): 234–50. http://dx.doi.org/10.15388/teise.2012.0.110.
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Šiame straipsnyje nagrinėjamos esminės teisinės problemos, kurios skatina sukurti bendrą vežimų geležinkeliais, kai vežimai atliekami tarp Europos Sąjungos ir Azijos šalių, reglamentavimą. Ši analizė pirmiausia yra reikšminga Lietuvos vežėjams, nes Lietuva yra tranzitinė valstybė, kurioje gali būti taikomi du skirtingi teisės aktai – 1999 metų Vienodųjų tarptautinio krovinių vežimo geležinkeliais sutarties taisyklės (CIM) ir 1951 metų Tarptautinio krovinių vežimo geležinkeliais susitarimas (SMGS). Taip pat identifikuojamos naujai sukurto bendrojo CIM / SMGS važtaraščio teisinės problemos bei numatomi galimi teisiniai sprendimo būdai, kurie leistų užtikrinti vežimo teisinių santykių stabilumą bei tolesnę plėtrą. This article explores the core legal problems, which promote the creation of a common regulation of the rail transport, when the carriages are executed between the EU and the Asian countries‘. This analysis is first of all at a great importance for Lithuanian carriers’, as Lithuania is a transit country, in which two different laws – Uniform Rules Concerning the Contract for International Carriage of Goods by Rail (CIM) and Agreement concerning. International Freight Traffic by Rail (SMGS) – can be applicable. Also the legal problems of the new developed common CIM / SMGS consignment note are identified and the legal solutions, which would ensure the legal stability of the carriage legal relations and further development, are provided.
Dissertations / Theses on the topic "Carriage transport contract"
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Zhang, Zhiqing. "Carriers' liabilities in sea/land multimodal transport." Thesis, University of Bristol, 1995. http://hdl.handle.net/1983/e6ebb0c4-8e4c-49c2-a5d6-ee74379ae3b0.
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Bobongo, Louis Chrysos. "Le prix dans le contrat de transport de marchandises." Thesis, Paris 1, 2016. http://www.theses.fr/2016PA01D022/document.
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Imaginez une économie sans transport de marchandises! C'est la paralysie. Le transport joue, donc, un rôle déterminant et incontournable dans le circuit économique. Or, ce qui fait le transport c'est le prix . Ce prix doit être payé par les cocontractants du transporteur: expéditeur et destinataire. Car, de son paiement dépendent les intérêts de ce dernier, la pérennité de son activité et son rôle dans la chaîne économique. Le paiement du prix du transport conditionne, ainsi, les transports nationaux et internationaux de marchandises. Pourtant le transporteur de marchandises rencontre de nombreuses difficultés pour le paiement du prix du transport effectué au point d'être, parfois, obligé de recourir aux Tribunaux. En effet, si, en théorie, le transporteur doit être payé comptant, en pratique, il fournit des prestations à crédit. Il effectue d'abord le déplacement et la livraison de la marchandise, pour faire valoir, ensuite, son droit au paiement Cette pratique l'expose à des risques de défaut de paiement pouvant entraîner la cessation de son activité avec de graves répercussions sur la machine économique. Aussi le législateur français a-t-il prévu le privilège, le droit de rétention, l'action directe en paiement, comme des garanties au service du transporteur pour le paiement de sa créance. Mais ces garanties légales qui, sont tributaires de la volonté du débiteur et dont la mise en œuvre entraîne parfois de lourdes conséquences pour le transporteur, de notre point de vue, ne le protègent pas suffisamment. La nécessité économique et sociale du paiement du prix du transport exige que le transporteur puisse disposer des garanties conventionnelles lui assurant une protection plus efficace quant au paiement du fret. Dans cette perspective, le gage de la marchandise transportée, la garantie autonome, l'assurance fret, ou la création d'un fonds de garantie transport, nous paraissent comme des mécanismes juridiques qui garantissent mieux au transporteur le paiement du prix du transport en tout état de causeNo English summary available
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Zhang, Liu Feng. "Etude comparative du contrat de transport maritime de marchandises en droit francais et en droit chinois." Thesis, Aix-Marseille 3, 2011. http://www.theses.fr/2011AIX32048.
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Notre intention est d’effectuer une étude comparative du contrat de transport de marchandises en droit français et en droit chinois, principalement entre le droit positif français et le droit positif chinois en matière maritime, sans omettre les nombreuses interférences des Conventions internationales en vigueur dans ce domaine. Le contrat de transport maritime de marchandises est conclu entre le chargeur et le transporteur qui va assurer leur acheminement au moyen d’un navire sur un élément naturel non exempt de dangers, la mer, l’objet du contrat étant l’acte de transport. Ce contrat est généralement couvert par un type spécifique, le connaissement, mais il n’est pas un document unique. Parmi les spécificités du connaissement, la clause Paramount, la clause de compétence et la clause compromissoire insérées dans le document seront examinées car elles forment le socle juridique du transport maritime.L’exécution de ce contrat dépend des droits et des obligations de chaque partie que nous détaillerons. La mise du navire en état de navigabilité, l’accomplissement du voyage et la livraison sont à la charge du transporteur qui recevra en contrepartie le paiement du fret de la part du chargeur. Cependant les risques spécifiques de la navigation en mer génèrent certains problèmes qui recevront des réponses particulières. Ainsi par exemple, la responsabilité du transporteur pleine ou partielle, les cas exceptés, la limitation à l’indemnisation des dommages, etc. L’exécution de ce contrat entraîne parfois des litiges. Pour chaque affaire, il y a lieu de déterminer qui est la partie responsable du dommage subi par la marchandise. En fait, il n’est pas toujours simple de définir la responsabilité de chacun. Il est fait parfois appel à l’arbitrage international ou il sera parfois nécessaire d’avoir recours à la justice.Or s’agissant souvent de contentieux mettant en présence plusieurs entreprises (armateur, gestionnaire du navire, chargeur, transporteur, destinataire, assureur, banquier, etc.) relevant de divers États avec des systèmes juridiques différents, plusieurs questions complexes devront être résolues : les conditions de recevabilité de l’action, la compétence du tribunal, la loi applicable, etc.Parmi les particularités, nous observerons que la France a ratifié la Convention de Bruxelles, et les Protocoles modificatifs de 1968 et 1979, tandis que la Chine n’a ratifié aucun de ces textes. En droit international, la France applique le système moniste selon lequel les Conventions internationales ratifiées s’appliquent immédiatement en droit interne, alors que selon le dualisme, les Conventions n'acquièrent de force juridique qu'après avoir été transposées en droit interne. La Chine n’applique ni le système moniste, ni le système dualiste, tout en donnant à la Convention internationale une force supérieure à la loi interne, mais sous certaines conditions.Avec les moyens modernes de fabrication et de communication, la planète est devenue un village dont les membres échangent sans cesse des biens et des services. Dans cette évolution, le commerce international en général et le transport des marchandises par mer en particulier ont beaucoup progressé. L’étude comparative du contrat de transport maritime en France, pays de droit ancien du vieux continent, et en Chine, riche d’un passé culturel et d’une économie contemporaine florissante, nous est apparue intéressante et utile : outre sa participation aux échanges culturels entre ces deux pays, force est de constater que se poursuivent la mondialisation de l’économie et la progression concomitante des échanges internationaux de marchandises par merThe purpose of this dissertation is to carry out a comparative study of the contract for the carriage of goods by sea in French law and in Chinese law, principally between French positive maritime law and Chinese positive maritime law, taking into consideration as well the numerous influences which international Conventions currently in force bear on this issue.The contract for the carriage of goods by sea is concluded between a shipper and a carrier. The transportation of the goods by the carrier involves the navigation of a ship through water, a natural element which is not without danger; the act of the transportation of the goods therefore involves certain risks, and it is this act of transportation which is the object of the contract.This contract is generally modelled after the standard form of a Bill of Lading, though that is not the only document which is used. Among the specific elements of a Bill of Lading, the Paramount clause, the jurisdiction clause and the arbitration clause inserted in the document will each be examined, because they form the legal base of maritime transport.The execution of the contract, considering the rights and obligations of each of the parties, will be examined in detail. Assuring that the ship is in sound navigating condition, carrying out the voyage and accomplishing the delivery of the cargo are the responsibilities of the carrier, who in return will receive payment for these services from the shipper.However, the particular risks inherent in sea travel engender particular problems which will be specifically addressed – for example, the exact extent of responsibility of the carrier; the cases in which an exception might be made; amount limitations to the indemnities for damages, etc.The practical application of the contract to a specific situation will sometimes lead to disputes. In each case it needs to be determined which is the party that is responsible for the damage to the cargo. In fact, it is not always easy to define the responsibilities of each party. Sometimes appeal is made to international arbitration, and at other times it will be necessary to appeal in a court of law.Since the disputes often involve several separate enterprises (the ship owner, the ship manager, the shipper, the carrier, the recipient, insurance companies, bankers, etc.) coming from diverse countries with judicial systems which differ from one another, a number of complex legal issues must be resolved: the conditions of admissibility of the action, the jurisdiction of court, applicable law, etc.Among the particularities, we observe that France ratified the Brussels Convention and the modifying Protocols of 1968 and 1979, whereas China did not ratify any of these documents. In international law, France applies the monist system, according to which the ratified International Conventions are immediately applied in internal law, although according to dualism, the Conventions do not acquire legal force until after having been transposed into internal law. China applies neither the monist system nor the dualist system, while granting to the International Convention a superior authority over internal law, though only under certain conditions.With modern means of production and communication, the planet has become a global village whose members continually exchange goods and services. This development has led to significant growth in international commerce in general, and to significant growth in the transport of merchandise by sea in particular; hence the importance of this study
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Sidibe, Ali. "Recherche sur l'équilibre dans l'exécution du contrat de transport de marchandises par route : étude comparée droits OHADA et français : essai de contribution à la législation communautaire OHADA." Thesis, Paris 1, 2019. http://www.theses.fr/2019PA01D057.
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La recherche d’équilibre dans le contrat de transport de marchandises par route, envisagée sous l’angle d’exécution et d’inexécution de la prestation essentielle du transporteur, le déplacement de la marchandise, a permis grâce un mélange à la fois interprétative et analytique, de comparer les différentes règles régissant la matière dans l’espace OHADA, en France et à l’international, in fine de ressortir les différences entre nos différentes sources, et de mettre en lumière la nécessaire vitalité du transport routier et son rôle de catalyseur dans le développement des pays de l’espace OHADA et la cohésion des populations. in effet, si l’AUCTMR s’est largement inspiré de la CMR européenne, il n’en demeure pas moins qu’il en corrige les faiblesses. Il en ressort des différences notamment :au niveau du délai d’action, le calcul de l’indemnité, la nature de la faute du voiturier, l’action directe du voiturier. L’originalité du droit OHADA se trouve surtout dans sa gestion des conflits de lois et de juridictions, puisque les actes uniformes sont directement applicables dans les États membres. Dans cette quête d’équilibre, des problématiques de livraison dans un délai conventionnel ou raisonnable dans un contexte d’insécurités(routière et violence) peuvent surgir. In fine Les prestations matérielles et financières qui caractérisent le contrat de transport étant mises en balance, il en ressort que la complète égalité des rapports contractuels reste une utopie. Néanmoins, le droit OHADA, propulsé par le droit français et surtout la CMR européenne, cherchant à établir l’équilibre entre les obligations réciproques des parties, décide de rééquilibrer le contrat grâce des dispositifs de révision, de réfaction, ou tout simplement de se dédire. Ce pouvoir appartient selon le cas,au juge, à la loi ou aux parties. Les parties peuvent également se libérer par le mécanisme de force majeure, ou en cas de dépôt du bilan. Le transporteur pour soulager le fardeau de la présomption de responsabilité qui pèse sur lui, dispose des mécanismes d’exonérations << cas général >> et << privilégiés >> et les limitations de responsabilité. Ces mécanismes étranges propres au droit de transports ne triompheront pas en cas de fraude imputable au transporteur. Les délais sont donnés aux ayants droits de se manifester en cas d’avarie, perte(3) ou retard (60 jours) de la marchandise. Toute action sur le contrat de transport se prescrit, en un an, sauf fraude du transporteur, qui porte le délai à 2, 3, 5 ans selon le systèmeThe search for balance in the contract for the carriage of goods by road, envisaged in terms of execution and non-performance of the essential service of the carrier, the movement of the goods, has allowed thanks to a mixture of both interpretative and analytic, to compare the different rules governing the matter in the OHADA space in France and internationally, in fine to highlight the differences between our different sources, and to highlight the vitality of road transport and its role of catalyst in the development of the countries of the OHADA space and the cohesion of the populations. Indeed, while the AUCTMR was largely inspired by the European CMR, the fact remains that it corrects its weaknesses. There are differences in particular : the time of action, the calculation of compensation, the nature of the fault of the valet, the direct action of the valet. The originality of OHADA law lies mainly in its management of conflicts of laws and jurisdictions, since uniform acts are directly applicable in the Member States. In this quest for balance, issues of delivery in a conventional of reasonable time in a context of securities (road and violence) may arise. In fine, the material and financial benefits that characterize the contract of carriage being balanced, it follows that the complete equality of contractual relations remains utopian. Nevertheless, the OHADA law, propelled by French law and especially the European CMR, seeking to establish the balance between the reciprocal obligations of the parties, decides to rebalance the contract thanks to the devices of revision, reduction, or simply to withdraw. This power belongs according to the case, to the judge, to the law or to the parties. The parties may also be released by the force majeure mechanism, or in the event of bankruptcy. The carrier to relieve the burden of the presumption of liability that weighs on him, has the mechanisms of exemptions « general case » and privileged and limitations of liability. These strange mechanisms specific to the right of transport will not triumph in case of fraud attributable to the carrier. The deadlines are given to the rights holders to appear in case of damage loss (3) or delay (60 days) of the goods. Any action on the contract of carriage is prescribed in one year except fraud of the carrier, which brings the time to 2, 3, 5 years according to the system
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Rohrbacher, Michel. "La Compagnie des chemins de fer de l'Est : contribution à l'histoire juridique des transports ferroviaires." Thesis, Strasbourg, 2014. http://www.theses.fr/2014STRAA007.
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La Compagnie des chemins de fer de l’Est est une société anonyme ferroviaire créée en 1854. Elle résulte de fusions entre plusieurs compagnies concessionnaires de lignes dans le Nord-Est de la France. La Compagnie de l’Est perd une partie de son réseau à la suite de la guerre franco-allemande de 1870-1871. Elle poursuit néanmoins son existence, jusqu’à la nationalisation des chemins de fer en 1937. La Compagnie des chemins de fer de l’Est se transforme alors en Société d’Investissement de l’Est, détentrice de 17,9% du capital de la Société Nationale des Chemins de fer Français et représentée au conseil d’administration de cette dernière. Cette thèse, axée sur la notion de service public, se propose d’étudier dans un premier temps la Compagnie de l’Est en tant que société commerciale. Ses composantes, son fonctionnement et le statut de son personnel font l’objet d’une attention particulière. Dans un second temps, l’établissement du réseau de l’Est, tout comme son exploitation, sont développés. Les notions de concession, d’expropriation pour cause d’utilité publique, de contrat de transport et de responsabilité sont ici préciséesThe French East Railway Company is a railway public limited company which was founded in 1854. Several statutory railway companies in the North East of France merged into one to create it. The East Company lost a part of its network after the Franco-Prussian war of 1870-1871. However, it continued to exist until the railway nationalization in 1937. The East Railway Company then became the East Investment Trust, with representation on the board of directors of the French National Railway Company, and with shares up to 17,9% of its capital.This thesis, which focuses on the public service, will first examine the East Railway Company as a business firm. Its elements, its working and the status of its workforce will be analyzed. Secondly the creation of the Eastern network and its development will be presented. The concepts of concession, compulsory purchase order, carriage transport contract and liability will be underlined
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Deshayes, Olivier. "L'amélioration de l'application et de l'interprétation uniformes des conventions internationales relatives au contrat de transport : le cas de la faute qualifiée." Thesis, Normandie, 2018. http://www.theses.fr/2018NORMR034.
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Les conventions internationales de droit uniforme du commerce international ont pour but d'adopter un ensemble de règles qui soient communes et directement applicables aux rapports juridiques existant entre les différentes parties à un contrat commercial international. L'uniformité de ces conventions peut cependant être rompue en raison d'interprétations divergentes dont certaines de leurs dispositions font l'objet de la part des différents juges nationaux. C'est en particulier le cas des dispositions relatives à la faute qualifiée dans les conventions internationales de droit uniforme relatives au contrat de transport. Pour réduire les divergences d'interprétation en ce domaine, il a été proposé de changer la formulation de cette faute qualifiée qui après avoir été formulée au moyen d'un standard, l'a donc été au moyen d'une définition. Cette thèse s'est dans un premier temps intéressée à l'étude des résultats obtenus en matière d'uniformité d'interprétation de cette faute qualifiée sous l'empire du standard, puis sous celui de la définition. Cela a permis de mettre en évidence le fait qu'au-delà de la rédaction de la faute qualifiée au moyen d'un standard ou d'une définition, les divergences d'interprétation apparaissaient ou pouvaient apparaître à cause notamment de divers éléments perturbateurs qui ont été identifiés et au sujet desquels un premier niveau de propositions de solutions a été fait. Cependant, ces propositions de solutions, qui consistent globalement à adopter une interprétation en tenant compte des divers éléments perturbateurs de l'uniformité de l'interprétation qui ont été identifiés, doivent être mise en œuvre au moyen de mécanismes dont la création est nécessaire. C'est ce que cette thèse a proposé dans un deuxième temps.En effet, ces mécanismes ont pour objet la délivrance de recommandations interprétatives aux sujet des dispositions conventionnelles faisant l'objet, au moins potentiellement, de divergences d'interprétation. Ces recommandations sont à destination des juridictions des Etats parties aux conventions concernées et bénéficient d'un statut sui generis qui justifie qu'elles soient prises en compte par le juge. Si c'est la faute qualifiée dans les conventions internationales de droit uniforme relatives au contrat de transport qui a servi de support et de fil conducteur pour cette étude, les éléments de solution proposés ont toutefois vocation à s'appliquer, selon le même schéma, dans d'autres domaines que celui du droit des transports, régis par des conventions internationales de droit uniforme du commerce internationalThe purpose of international conventions of uniform international trade law is to adopt a set of rules that are common and directly applicable to the legal relationship between the parties to an international commercial contract. The uniformity of these conventions can, however, be broken by divergent interpretations of which some of their provisions are the subject of the various national judges. This is particularly the case of the provisions relating to misconduct described in the international conventions of uniform law relating to the contract of carriage. In order to reduce differences of interpretation in this area, it has been proposed to change the wording of this qualified fault which, after having been formulated by means of a standard, has thus been made by means of a definition. This thesis was at first interested in the study of the results obtained in terms of uniformity of interpretation of this qualified fault under the influence of the standard, then under that of the definition. This made it possible to highlight the fact that beyond the drafting of the qualified fault by means of a standard or a definition, the divergences of interpretation appeared or could appear because of various disruptive elements which have been identified and for which a first level of proposals for solutions has been made. However, these proposals for solutions, which generally consist in adopting an interpretation taking into account the various disruptive elements of uniformity of interpretation that have been identified, must be implemented through mechanisms that are necessary to create. This is what this thesis proposed in a second step. The purpose of these mechanisms is to issue interpretative recommendations on conventional provisions that are the subject of at least potentially divergent interpretations. These recommendations are addressed to the courts of the States Parties to the conventions concerned and enjoy a sui generis status which justifies them being taken into account by the judge.If it is the misconduct described in the international agreements of uniform law relating to the contract of carriage which served as support and guideline for this study, the proposed elements of solution are however intended to apply, according to the same scheme, in other fields than transport law, governed by international conventions of uniform international trade law
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Landsweerdt, Christie. "Le fondement de la responsabilité du transporteur." Thesis, Lille 2, 2016. http://www.theses.fr/2016LIL20027.
Full textAbstract:
Le transporteur est tenu d’une obligation de résultat, dont l’inexécution engage automatiquement sa responsabilité, dès lors qu’il en découle un préjudice. Mais il peut se libérer de sa responsabilité en prouvant l’existence d’une cause d’exonération. Considérée comme un obstacle à l’indemnisation, l’exonération sera appréciée avec plus ou moins de méfiance, selon le mode employé et l’objet transporté. A cet égard, il convient de distinguer le transport de passagers et le transport de marchandises. La prise en compte croissante du besoin de protection du passager fait évoluer le régime auquel est soumis le transporteur. L’analyse de cette évolution est indispensable à la recherche d’un fondement commun à la responsabilité du transporteur. Considéré comme une victime, le passager devient le pivot du régime applicable au transporteur, lequel cesse d’être un régime de responsabilité. Au contraire, lorsque la responsabilité demeure, la défense exonératoire révèle le fondement rationnel de la responsabilité du transporteur : sa fauteThe carrier is under an obligation of result, the nonfulfilment of which he /she will be automatically held liable for, as soons as damage arises. Yet he can escape liablitiy if he can prove the existence of a ground for exemption. Considered as an impediment to compensation, the exemption will be assessed with more or less suspicion, depending on the transport mode and the cargo. In this respect, there should be a distinction made between the transport of passengers and goods. As the passenger’s need for protection is more and more taken into account, this causes the regime governing carriers to evolve. Analyzing these developments is essential to look for a common ground for the carrier’s liability. Considered as a victim, the passenger becomes the pivot of the regime applicable to the carrier, this regime being no longer a system of liablity. On the contrary, when liability remains, the defense based on exemption reveals the rationale behind the carrier’s liability: his fault
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Papadatou, Marina. "La convention d’arbitrage dans le contrat de transport maritime de marchandises : étude comparée des droits français, hellénique et anglais." Thesis, Paris 2, 2014. http://www.theses.fr/2014PA020008/document.
Full textAbstract:
Cette étude porte sur la question de l’efficacité de la convention d’arbitrage à l’égard des opérateurs du transport maritime de marchandises. Dans un premier temps, la question qui se pose est celle de la détermination du droit applicable à l’efficacité de ladite clause. A cet égard, notre attention se concentre sur l’interprétation et l’application des principes propres à l’arbitrage international par la jurisprudence maritime. L’examen des clauses d’arbitrage insérées dans un contrat de transport maritime ne saurait échapper aux spécificités du droit de transport maritime ainsi qu’aux dispositions des conventions maritimes internationales. Par ailleurs, l’approche du sujet par la méthode comparative nous permettra de découvrir, à travers les solutions concrètes finalement retenues dans les trois systèmes juridiques en question, que l’effet juridique de la clause compromissoire est directement lié à l a position contractuelle de ces opérateurs. Parmi les personnes impliquées dans le transport maritime, le destinataire des marchandises nous intéresse plus particulièrement. Ce dernier n’étant pas présent, en effet, au moment de la formation du contrat, les conditions de son engagement par une clause compromissoire insérée, presque toujours « par référence » dans le titre de transport, font l’objet d’un vif débat doctrinal et jurisprudentielThis study is primarily focused on the enforceability of arbitration agreements incorporated in contracts of carriage of goods by sea. First, we will cover the important issue of determining the law applicable to these arbitration agreements. Special attention will be given to how courts tend to implement general international arbitration principles to maritime disputes. An arbitration agreement incorporated in acontract of carriage of goods by sea should also be analyzed in light of the specificities of maritime transport law and applicable international shipping conventions. Moreover, the comparative methodology used herein will show that the enforceability of arbitration agreements is closely related to the qualification of the operators involved in the contract. In particular, among the commercial players involved in the carriage of the goods, we sought to examine the legal position of the consignee of the goods. Indeed, since the consignee is absent at the moment of the contract formation, the binding effect there upon of the arbitration agreement, which is generally incorporated “by reference” to the bill of lading, is highly debated by scholars and judges
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Benboubker-Jebbari, Samira. "Risque, sécurité et responsabilité du transporteur aérien à l'égard de son passager." Thesis, Paris 5, 2014. http://www.theses.fr/2014PA05D004.
Full textAbstract:
Le transport aérien s'est fortement démocratisé ces dernières décennies, la réglementation qui l'accompagne s'est considérablement renforcée. Les sources applicables à la responsabilité du transporteur aérien reposent sur des conventions internationales, des règlements communautaires et des législations internes. Ce travail de recherche montre l'application dynamique des sources et les résultats produits par les différentes combinaisons. L’évolution de la notion de responsabilité ouvre d'autres champs de réflexion à travers une étude combinée des concepts de risque et de sécurité du transporteur aérien à l'égard des passagers. Il s'agit également d'étudier le particularisme du contrat de transport aérien de personnes au regard des nouvelles considérations. Le droit communautaire a insufflé une nouvelle vision au contrat de transport, au point d'assimiler le passager à un consommateur. La responsabilité du transporteur aérien s'apprécie sur le terrain des nouvelles technologies. Aujourd'hui, le passager aérien bénéficie des mesures protectrices du droit de la consommation. L'analyse des postes de responsabilité du transporteur aérien permet de comprendre ce processus d'imbrication des sources, et la variété des solutions jurisprudentielles. Le droit communautaire a instauré une réglementation innovante et pragmatique en phase avec les nouvelles exigences des passagers en matière de retard et d'annulation de vol. L'intérêt est de montrer le rôle important de la jurisprudence communautaire dans l'application cumulative du droit conventionnel et du règlement n°261/2004. Le retard est à dissocier des situations générant du retard; le droit communautaire a élaboré une distinction aboutie entre ces événements. Le retard peut être subi collectivement par les passagers, comme en cas d'annulation de vol, ou les affecter de manière individuelle, comme par exemple en cas de refus d'embarquement. Le droit communautaire a édicté des mesures standardisées d'assistance et d'indemnisation. Il conviendra d'expliquer ces dispositifs et les perfectionnements envisagés par le législateur européen. La responsabilité du transporteur aérien en cas d'accident replace le droit conventionnel au centre de toutes les attentions. L'exclusivité des conventions est plus que jamais réaffirmée par la jurisprudence internationale. Mais cette élévation du droit conventionnel est mise à mal par la pratique de certains tribunaux, qui n'hésitent pas mettre à l'écart la Convention au profit du droit interne. Le risque de démantèlement du droit conventionnel est tempéré par les différents renvois du droit communautaire et du droit interne à la primauté de la Convention. La responsabilité du transporteur aérien est une responsabilité objective. Elle met fin à toute limitation financière en cas de lésion corporelle ou de décès du passager. L'absence de définition de la notion d'accident suscite toujours autant d'interrogation. En matière d'accident, le droit conventionnel opère un renvoi implicite au droit interne pour la détermination des postes de préjudices. Dans le cadre de la complémentarité des sources, il est important d'avoir une approche combinée du droit interne français, qui consacre le principe de réparation intégrale et l'application du droit conventionnel. Le passager aérien voyage avec ses effets personnels. Le droit conventionnel a instauré des régimes de responsabilité différents en fonction de la destination du bagage. L'apport du droit communautaire est minimaliste en matière de bagages, mais la jurisprudence de la CJUE a permis une interprétation renouvelée de la réparation due pour les dommages aux bagages. L'étude de cette responsabilité nous conduira à souligner l'importance des réglementations de l'IATA et des conditions générales de transport qui viennent combler les lacunes du droit communautaire et conventionnel, peu intéressés par cette partie de la responsabilité du transporteur aérien. (...)In recent decades, air transport has been greatly democratized, the regulations has increased significantly. The applicable sources for the air carrier liability are based on international conventions, EU regulations and domestic legislations. This research points dynamic application of the sources and the results produced by different combinations. The evolution of the responsibility concept starts other fields of thought through a combined study of the concepts of risk and safety of air carrier towards passengers. It's also studying the particularism of the carriage contract by air of persons under new regards. EU law has brought a new vision of the carriage contract to the point that it assimilates the passenger to a consumer. The liability of the air carrier also values the new technologies field. Today, air passenger benefits from protective measures of consumer law. The damage analysis helps to understand this nesting process sources, and the diversity of cases law. EU law has set up an innovative and pragmatic regulation in line with new requirements on passenger delays and flight cancellations. The purpose is showing the important role of EU law in the cumulative application of treaty law and of Regulation No 261/2004. The general notion of delay has to be dissociated from ordinary situations generating delay; EU law has drawn a distinction between these events. The delay may be experienced collectively by the passengers, as in case of flight cancellation or individually as in case of denied boarding. EU law enacted standardized measures of assistance and compensation. These mechanisms should be explained such as the improvements proposed by the European legislator. In case of accidents the air carrier liability puts the Convention at the center of attention. Exclusivity agreements are more than ever reasserted by international jurisprudence. However this elevation of treaty law is undermined by some courts practices, which do not hesitate to put aside the Convention to the benefit of the domestic law. Dismantling risk of conventional law is softened by the different references of EU law and domestic law to the primacy of the Convention. The air carrier's liability is a strict liability. It puts an end to any financial limitations in case of body injury or death of passenger. The lack of definition of accident concept continues to raise many questions. For accidents, treaty law carries out an implicit reference to domestic law in order to determine the positions damages. As part of the complementarity of sources, it is important to have a combined approach of French domestic law, which enshrines the principle of full compensation, and the enforcement of treaty law. Air passenger travels with his personal effects. Treaty law has introduced different liability regimes depending on luggage destination. The provision of EU law is minimalist in terms of luggage, but the CJUE cases law allowed a renewed interpretation of the compensation for luggage damages. The study of this liability will lead us to stress the importance of IATA regulations and general terms of carriage which fill in the gaps in EU and treaty law, not interested in this part of the air carrier's liability. The Convention has established options of competence which lead to a multitude of courts. The advent of fifth option of competence is part of a consumerist approach of treaty/conventionnal law. More ground of jurisdiction are, more important is the practice of forum shopping. Jurisdiction rules have been enacted by the jurisprudence as mandatory. The introduction of standardized measures of assistance and compensation by EU law highlighted the purview of exclusive nature of the jurisdiction rules. A liability action of victims in case of aircraft accidents or their heirs before the U.S. courts is likely to result in a forum non conveniens. A survey of American and French jurisprudence is needed to measure the extent of this phenomenon. (...)
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Boufous, Tarik. "La posición jurídica del destinatario en el transporte de mercancías por carretera." Doctoral thesis, Universitat Jaume I, 2017. http://hdl.handle.net/10803/406316.
Full textAbstract:
El destinatario es un tercero ajeno al contrato de transporte celebrado entre el porteador y el cargador. De ahí que no resulte obvio que aquél pueda hacer valer en su propio nombre los derechos que emanen de dicho contrato, y que haya de buscarse el fundamento en virtud del cual se le permite a una persona que no ha participado en la celebración del contrato invocar sus cláusulas para reclamar el cumplimiento de las obligaciones del porteador. A tal efecto, a lo largo de la tesis se abordan distintos temas de especial relevancia con respecto a la posición jurídica del destinatario. El primer tema se dedica a estudiar la teoría general del contrato a favor de tercero; el segundo se trata del contrato de transporte; y por último, se analiza el tema que se ocupa de los derechos y obligaciones del destinatario en cuanto tercero ajeno al contrato frente al porteador.The consignee is a third party outside the contract of carriage concluded between the carrier and the shipper. Therefrom, it is not obvious that he can assert in his own name the rights that emanate from that contract, and that the basis should be sought whereby a person who has not participated in the conclusion of the contract invoke Its clauses to claim compliance with the obligations of the carrier. To this end, the thesis addresses different issues of special relevance with respect to the legal position of the consignee. The first theme is devoted to studying the general theory of the contract in favor of third party; the second topic concerns the contract of carriage; and the last topic will be dealing with the rights and obligations of the consignee as third party outside the contract and against the carrier.
Books on the topic "Carriage transport contract"
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Multimodal transport law: The law applicable to the multimodal contract for the carriage of goods. Alphen aan den Rijn, The Netherlands: Kluwer Law International, 2010.
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Assis, Araken de. Contratos nominados: Mandato, comissão, agência e distribuição, corretagem, transporte. 2nd ed. São Paulo, SP, Brasil: Editora Revista dos Tribunais, 2009.
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Assis, Araken de. Contratos nominados: Mandato, comissão, agência e distribuição, corretagem, transporte. 2nd ed. São Paulo, SP, Brasil: Editora Revista dos Tribunais, 2009.
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Tettenborn, A. M., and Baris Soyer. Carriage of goods by sea, land and air: Unimodal and multimodal transport in the 21st century. Abingdon, Oxon: Informa Law, 2014.
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Sanz, Fernando Martínez. La responsabilidad del porteador en el transporte internacional de mercancías por carretera (CMR). Granada: Editorial Comares, 2002.
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International Carriage of Goods by Road Maritime and Transport Law Library. Taylor & Francis Ltd, 2014.
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A, Clarke Malcolm, ed. International carriage of goods by road: CMR. 5th ed. London: Informa, 2009.
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Roy, Goode, Kronke Herbert, and McKendrick Ewan, eds. Part II A View Through Illustrative Contracts and Harmonizing Instruments, 9 Carriage of Goods by Sea. Oxford University Press, 2015. http://dx.doi.org/10.1093/law/9780198735441.003.0010.
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This chapter makes a selection of the issues that are deemed to be the most important from the perspective of transnational commercial law, focusing mainly on the issues related to carrier's liability and transport documents. The main focus is on the transport documents which represent a connecting point between carriage of goods and international trade. Particular attention is given to historical development as it facilitates an understanding of the modern law governing carriage by sea. The chapter provides an overview of international instruments governing carriage by sea also pointing out some discrepancies between these instruments and instruments governing international sales and letters of credit. Selected issues covered by this chapter include identity of the carrier, clean bills of lading, the legal effects of the transfer of negotiable documents, delivery of the goods, and stoppage in transit. The chapter concludes by discussing new types of transport documents, such as sea waybills and electronic transport records.
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Clarke, Malcolm. Contracts of Carriage by Air (Transport Law Series). Informa Maritime & Transport, 2002.
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Contracts of Carriage by Land and Air (Maritime & Transport Law Library). Informa Maritime & Transport, 2004.
Find full textBook chapters on the topic "Carriage transport contract"
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Spanjaart, Michiel. "The parties to the contract of carriage." In Multimodal Transport Law, 49–85. New York : Routledge, 2017.: Routledge, 2017. http://dx.doi.org/10.4324/9781315213699-4.
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Pejović, Časlav. "The bill of lading as a contract." In Transport Documents in Carriage of Goods by Sea, 71–91. Abingdon, Oxon ; New York, NY : Routledge, 2020. | Series: Maritime and transport law library: Informa Law from Routledge, 2020. http://dx.doi.org/10.4324/9780429197130-5.
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Spanjaart, Michiel. "Contracts of carriage." In Multimodal Transport Law, 5–24. New York : Routledge, 2017.: Routledge, 2017. http://dx.doi.org/10.4324/9781315213699-2.
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Messent, Andrew, and David A. Glass. "Combined transport." In CMR: Contracts for the International Carriage of Goods by Road, 55–79. Fourth edition. | New York, NY : Informa Law from Routledge, 2017. | Series: Lloyd’s shipping law library: Informa Law from Routledge, 2017. http://dx.doi.org/10.4324/9781315689623-3.
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Spanjaart, Michiel. "The rules applicable to the individual legs of multimodal contracts of carriage." In Multimodal Transport Law, 168–90. New York : Routledge, 2017.: Routledge, 2017. http://dx.doi.org/10.4324/9781315213699-8.
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Sturley, Michael F. "General Principles of Transport Law and the Rotterdam Rules." In The United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea, 63–86. Berlin, Heidelberg: Springer Berlin Heidelberg, 2011. http://dx.doi.org/10.1007/978-3-642-19650-8_2.
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Karan, Hakan. "Transport Documents in the Light of the Rotterdam Rules." In The United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea, 229–48. Berlin, Heidelberg: Springer Berlin Heidelberg, 2011. http://dx.doi.org/10.1007/978-3-642-19650-8_9.
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Güner-Özbek, Meltem Deniz. "Extended Scope of the Rotterdam Rules: Maritime Plus and Conflict of the Extension with the Extensions of Other Transport Law Conventions." In The United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea, 107–38. Berlin, Heidelberg: Springer Berlin Heidelberg, 2011. http://dx.doi.org/10.1007/978-3-642-19650-8_4.
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Verheyen, Wouter. "What is a unimodal carriage contract? The mode of transport as legal concept." In Research Handbook on Maritime Law and Regulation, 26–47. Edward Elgar Publishing, 2019. http://dx.doi.org/10.4337/9781786438799.00008.
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Richardson, John. "Contracts of Carriage." In Combined Transport Documents, 201–91. Informa Law from Routledge, 2020. http://dx.doi.org/10.4324/9781003123163-6.
Full textConference papers on the topic "Carriage transport contract"
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Vygodianskii, Aleksei Valerevich. "PROBLEMS OF QUALIFICATION OF THE OBLIGATION FOR CARRIAGE OF BAGGAGE FOR AIR TRAVEL." In All-Russian scientific and practical conference. Publishing house Sreda, 2020. http://dx.doi.org/10.31483/r-75295.
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A passenger has a special relationship with an air carrier when they hand over their baggage for transportation. Shipping Luggage is usually accompanied by passenger shipping, which is closely connected to her, but at the same time is regulated in a special way. This article analyzes the current legal norms governing the delivery of baggage in the implementation of passenger air transportation. The author justifies the position that the obligation to transport the baggage handed over by the passenger cannot be qualified as an independent contract for the carriage of baggage, as some authors suggest. According to the author, this obligation should be recognized as an additional optional obligation of the carrier under the contract of air carriage of the passenger.
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Knežević, Mirjana. "MINIMALNI NIVO ZAŠTITE PUTNIKA U VAZDUŠNOM SAOBRAĆAJU - REŠENJA EVROPSKE REGULATIVE I DOMAĆEG ZAKONODAVSTVA." In XVII majsko savetovanje. Pravni fakultet Univerziteta u Kragujevcu, 2021. http://dx.doi.org/10.46793/uvp21.815k.
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This paper analyses the legal mechanisms which guarantee minimum rights to air passengers in case they are denied boarding against their will, their flight is cancelled or delayed. In case of breach of contracts of carriage by air, passenger rights are protected by law as special rights (minimum rights) and comprise the right to information, reimbursement, re-routing, care and indemnification. This study examines the existing regulation from the Law on obligations and the basics of property relations in air transport, which reflects the stipulations of the Montreal Convention (1999) and the Regulation 261/2004 of the European Parliament and of the Council establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights, and repealing Regulation (EEC) No 259/91. The Regulation defines minimum passenger rights protection and is part of our positive air transportation legislation. Although this is a significant step towards unifying the legal regulation and creating a common mechanism for protecting air passenger rights, we suggest that it also poses a serious challenge for air carriers: how will they meet all the demands of the modern air transportation market, and fully inform the passengers on their special rights and ways to exercise these in certain situations.