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Journal articles on the topic 'Carriage transport contract'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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1

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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2

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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3

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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4

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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7

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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8

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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9

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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10

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.

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11

Dąbrowski, Daniel. "A few remarks on the development of the contract of carriage of goods and transport conventions." Zeszyty Naukowe Uniwersytetu Szczecińskiego Problemy Transportu i Logistyki 42 (2018): 9–19. http://dx.doi.org/10.18276/ptl.2018.42-01.

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12

Echebarría Fernández, Jonatan. "Jurisdiction and applicable law to contracts for the sale of goods and the provision of services including the carriage of goods by sea and other means of transport in the European Union = Jurisdicción y derecho aplicable a los contratos de compraventa de mercaderías y de prestación de servicios incluyendo el transporte de mercancías por vía marítima y otros medios de transporte en la Unión Europea." CUADERNOS DE DERECHO TRANSNACIONAL 11, no. 2 (October 1, 2019): 58. http://dx.doi.org/10.20318/cdt.2019.4950.

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Abstract: The article analyses the jurisdiction and applicable law to contracts for the sale of godos and the provision of services in the European Union. It particularly focuses on contracts that subsume different categories of contracts, such as the carriage of goods by sea, in a contract for the sale of godos and the provision of services. The European Union law and the interpretation provided by the Court of Justice of the European Union shed light into the place of performance of the contract in order to set jurisdiction for national courts. This is explained through the current legal framework and the case law in order to ascertain where and under what legal regime the claimant may start proceedings for the breach of a contractual obligation or in case of a non-contractual claim.Keywords: provision of services, sale of goods, carriage of goods by sea and other means of transport, Court of Justice of the European Union, contractual actions, place of performance of the contractual obligation, non-contractual actions, applicable law, game theory, contractual efficiency.Resumen: El artículo analiza la jurisdicción y la ley aplicable a los contratos para la venta de bienes y la prestación de servicios en la Unión Europea. En particular, se centra en los contratos que subsumen diferentes categorías de contratos, tales como el transporte de mercancías por mar, en un contrato de venta de mercaderías o de prestación de servicios. El Derecho de la Unión Europea y la interpretación dada por el Tribunal de Justicia de la Unión Europea arrojan luz sobre el lugar de cumplimiento del contrato con el fin de establecer el tribunal nacional competente. Esto se explica a través del marco legal actual y casos para determinar dónde y bajo qué régimen legal el demandante puede interponer una demanda por incumplimiento de una obligación contractual o en caso de una reclamación extracontractual.Palabras clave: prestación de servicios, compraventa de mercaderías, transporte de mercancías por vía marítima y otros medios de transporte, Tribunal de Justicia de la Unión Europea, acciones contractuales, lugar de ejecución de la obligación contractual, acciones extracontractuales, derecho aplicable, teoría de juegos, eficiencia contractual.

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13

Paredes Pérez, José Ignacio. "Pluralidad de lugares de prestación de servicios en los contratos de transporte de personas y mercancías = Plurality of places of provision of services in the contracts for the carriage of persons and goods." CUADERNOS DE DERECHO TRANSNACIONAL 11, no. 1 (March 11, 2019): 478. http://dx.doi.org/10.20318/cdt.2019.4629.

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Resumen: El presente estudio tiene como objeto el análisis de los problemas de interpretación y aplicación asociados a la regla especial de competencia en materia contractual prevista en la letra b) del artículo 7 (1) del Reglamento 1215/2012, tomando como base las principales novedades aportadas por las Sentencias del TJUE Flightright GmbH y Zurich Insurance Plc en el ámbito de los contratos de transporte de personas y mercaderías. En estas decisiones, el TJUE ofrece una interpretación amplia en relación con la definición de la noción de materia contractual, a los efectos de incluir en ella las acciones de reclamación ejercitadas por pasajeros afectados contra un transportista aéreo no contractual por la pérdida de un segundo vuelo de conexión con motivo del retraso del primer vuelo operado por la compañía demandada. Igualmente, el TJUE procede a efectuar una interpretación amplia de la letra b) del referido precepto a los efectos de identificar, según la naturaleza del contrato, las dos prestaciones principales vinculadas con los elementos esenciales de ambas clases de contractos.Palabras clave: transporte aéreo de pasajeros, transporte multimodal de mercancías, Reglamento de Bruselas I bis, materia contractual, prestación característica, lugar de cumplimiento.Abstract: The aim of this research is the analysis of the problems of interpretation and application linked to the special jurisdictional rule in matters relating to a contract foreseen in article 7 (1) b) of Regulation 1215/2012, on the basis of the main changes provided by Judgments of the Court of Justice Flightright GmbH and Zurich Insurance Plc in the framework of contracts for the carriage of persons and goods. On these judgments, the CJEU provides a wide interpretation regarding the definition of the notion of contractual matter, in order to include in this definition the claims for compensation brought by passengers affected against a non-contractual air carrier by the loss of a second connection flight due to the delay of the first flight operated by the sued company. Likewise, the CJEU makes a wide interpretation of the letter b) of the mentioned article for identifying, according to the nature of the contract, the two main obligations linked to the essential elements of both types of contracts.Keywords: air transport of passengers, multimodal carriage of goods, Brussels I Regulation, matters relating to a contract, characteristic obligation and place of performance.

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14

Jeon, Soon-Hwan. "An Analysis of Delivery/Transport Documents Content in Relation to the Contract of Carriage under Incoterms 2020 Rules." Journal of Korea Trade 25, no. 1 (February 28, 2021): 203–19. http://dx.doi.org/10.35611/jkt.2021.25.1.203.

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15

Nakonechna, T. V. "On the question of the relationship of the contract of carriage with other transport contracts under the laws of Ukraine and foreign countries." Legal position, no. 2(27) (2020): 100–103. http://dx.doi.org/10.32836/2521-6473.2020-2.17.

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16

Abeyratne, Ruwantissa. "Safety in the Air: Air Carriers' Rights and Responsibilities at National and International Law." Common Law World Review 32, no. 3 (July 2003): 275–303. http://dx.doi.org/10.1177/147377950303200303.

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Several air disasters involving loss of lives of passengers and others on the ground have illustrated the key role expected of airlines in ensuring the security of aircraft and the safety of those affected by the contract of carriage by air. The culmination of these expectations came immediately after 11 September 2001 when aircraft were used as weapons of mass destruction against passengers of the aircraft concerned and those on the ground. Sustained debate followed between the air transport industry and regulators as to whether airlines could justifiably be expected to bear full responsibility for the safety of those on board and on the ground who may be affected by an air disaster. The international community now recognizes that the airlines have to bear some responsibility in the decision-making process regarding persons boarding their aircraft. Modern techniques for passenger screening include the use of machine readable travel documents (MRTDs) and advance passenger information (API). In addition, the practice of passenger profiling is not uncommon among some carriers who cooperate with customs and immigration authorities to identify possible offenders, with a view to preventing them from boarding their aircraft. The process of refusal to board, however, may entail legal consequences, particularly in the context of the contract which has already passed between the air carrier and passenger prior to boarding. Although usually a contract can be frustrated thus affecting the performance of that contract, the instance of a potential offender is unique in that refusal of carriage is based on conjecture rather than empirical evidence. This article examines this issue with a focus on developments in some European and United States jurisdictions.

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Janković, Svetislav. "Unlimited carrier's liability." Anali Pravnog fakulteta u Beogradu, no. 2/2018 (July 14, 2018): 164–86. http://dx.doi.org/10.51204/anali_pfub_18207a.

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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.

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Ambrożuk, Dorota. "Time-barring of claims for damages under the contract of carriage for goods in situations not covered by transport regulations." Zeszyty Naukowe Uniwersytetu Szczecińskiego Problemy Transportu i Logistyki 42 (2018): 49–57. http://dx.doi.org/10.18276/ptl.2018.42-05.

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Shibaev, A. G., S. P. Onishchenko, and Yu A. Koskinа. "Rationale of effective option for technological and commercial terms of delivery of international trade cargoes." Transport development, no. 1(2) (June 27, 2018): 78–88. http://dx.doi.org/10.33082/td.2018.1-2.08.

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The paper is dedicated to a modeling choice of foreign trade goods' of optimal delivery, considering the cost parameters, production capabilities and technological features of the individual units of the transport system. The developed model provides the minimum total costs for carriage of goods from the point of origin to the point of destination (i.e. the case of the term provides for full payment of the transportation costs by the seller – the detailed structured costs in the model lets easily to use it for different terms of transportation costs payment). The model includes the carrying capabilities of different modes of transport that can be used for transportation and capacity of port facilities. The model also provides the choice of the developing of shipping system according to the terms of trade contract as far as it includes the current prices for the goods in point of destination and point of origin.

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Kartyshev, D. V. "TRANSFORMATION OF THE INSTITUTIONAL BASE OF WORLD CARGO TRANSPORTATION." Economic innovations 19, no. 2(64) (July 7, 2017): 124–28. http://dx.doi.org/10.31520/ei.2017.19.2(64).124-128.

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The practice of international merchant shipping and the practice of international trade in goods are interrelated at different levels - from historical to the level of a separate treaty. Here, contracts for the purchase and sale of goods, transportation, insurance, financing, transport and warehouse documents of title are intertwined and interact. The necessary degree of awareness in these issues is an indispensable condition for both successful business activity and for solving the problems of unification of maritime and commercial law. The process of the unification of law began primarily in the field of international transport law. Universal international legal unification of material norms of contracts of sale of goods was held in 1980 in the form of the Vienna Convention. The creation of the Brussels Convention and the Hamburg Rules was preceded by the study of the commercial and economic aspects of the bill of lading in the trade turnover. For example, in 53 paragraphs of the report of the UNCTAD secretariat on a bill of lading, the following issues were covered in various ways: 1) the inversion of a bill of lading; 2) the effectiveness of its role in the sale of goods - in terms of transfer of ownership or risk of damage, as well as in operations related to shipping conditions (for example, FOB, CIF); 3) the role of the bill of lading in the sale of documents; 4) the role of the bill of lading in bank letters of credit; 5) the effectiveness of the bill of lading as a receipt for the goods; 6) the status of a bill of lading as a contract of carriage; 7) the status of a bill of lading as a document of title. In 1996, UNCTAD discussed the proposal to include in its work program a review of existing practices and legislation in the field of international maritime transport of goods with a view to identifying areas that require uniform rules, and with a view to achieving greater harmonization of laws . The proposal was accompanied by information that in existing national laws and international conventions there are significant gaps regarding the functioning of bills of lading and sea waybills, the connection of these transport documents with the rights and obligations of the seller and buyer of goods, the legal status of entities providing financing to one of the parties to the contract of carriage Cargo. In some states there is a regulatory framework for these issues, but it is not uniform. And in many states there is no regulatory framework in this sphere at all. This circumstance is an obstacle to the free movement of goods and increases the value of transactions. The widespread use of electronic means of communication in the transport of goods further exacerbates the consequences of the fragmentation and non-unification of various laws and leads to the need to develop uniform provisions on specific issues related to the use of the applied technologies.

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KARTYSHEV, D. V. "IMPLEMENTATION OF UKRAINE'S WORLD EXPERIENCE INSTITUTIONAL SUPPORT FOR CARRIAGE TRANSPORTATION." Economic innovations 20, no. 1(66) (March 20, 2018): 87–95. http://dx.doi.org/10.31520/ei.2018.20.1(66).87-95.

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Topicality. The functioning of international merchant shipping and the practice of international trade in goods are interrelated at different levels - from historical to the level of a separate treaty. Here, contracts for the purchase and sale of goods, transportation, insurance, financing, transport and warehouse documents of title are intertwined and interact. The necessary degree of awareness in these issues is an indispensable condition for both successful business activity and for solving the problems of unification of maritime and commercial law. Also the urgency of the organizing problems of electronic trade by shipping services of shipping lines and their agents through the internal brands, Intranet and the Internet and ways of their overcoming are considered. Aim and tasks. International cargo transportation is a really confusing business through its customers, partners and employees, which are scattered around the world. Today's information technology has become a focal point for shipowners in order to gain a competitive edge over their rivals by choosing and setting the right partners in their rapidly expanding and timely transmission of information and interactive communication between their partners in the value chain (see Porter's Value Chain). network of value creation. As the international marketing concept develops, companies recognize that the real value creation requires intensive interaction between the internal (employees in a number of departments) and external players and clients as a result of partnership, a flexible value chain. The speediness of the delivery of goods depends on the extent to which all participants in the logistics processes (commercial organizations and state regulatory bodies) were able to make the transition from paper technologies to electronic technologies. The use of paper documents in parallel with the electronic several times increases the time of registration at all stages of the movement of goods. Research results.The central theme in trade facilitation is the reduction of bureaucratic restrictions for the movement of goods across borders. Why ask commercial operators to submit about thirty documents to forty different agencies with often repeated information? To reduce these formalities, collect information necessary for controlling bodies as quickly and easily as possible - this is the essence of trade facilitation. Simplification and reduction of the required procedures, data and documents, their harmonization with international standards, computerization of documents and foreign trade processes will significantly accelerate the movement of goods and information about them across borders. Approximately 40 years ago, US experts calculated that eliminating unnecessary bureaucratic procedures and paper flows would reduce the cost of trade operations by 7% in the US, and this was always a very large amount that the society simply lost because of insufficiently streamlined processes. The Single Window system has already been implemented in many countries, such as Japan, Singapore, Sweden, the United States and Senegal. Conclusion. The proposal was accompanied by information that in existing national laws and international conventions there are significant gaps regarding the functioning of bills of lading and sea waybills, the connection of these transport documents with the rights and obligations of the seller and buyer of goods, the legal status of entities providing financing to one of the parties to the contract of carriage Cargo. In some states there is a regulatory framework for these issues, but it is not uniform. And in many states there is no regulatory framework in this sphere at all. This circumstance is an obstacle to the free movement of goods and increases the value of transactions. The widespread use of electronic means of communication in the transport of goods further exacerbates the consequences of the fragmentation and non-unification of various laws and leads to the need to develop uniform provisions on specific issues related to the use of the applied technologies.

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Ignjatović, Marija. "CARRIAGE OF GOODS BY SEA AS A SPECIAL FORM OF LOCATIO-CONDUCTIO OPERIS FACIENDI IN ROMAN LAW." Facta Universitatis, Series: Law and Politics, January 15, 2019, 101. http://dx.doi.org/10.22190/fulp1802101i.

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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.

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23

Волкова, Аліна Володимирівна. "Responsibility of the parties for breach of their obligations under the contract of carriage cargoes by motor transport." Scientific works of National Aviation University. Series: Law Journal "Air and Space Law" 2, no. 31 (June 16, 2014). http://dx.doi.org/10.18372/2307-9061.31.8473.

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24

Drevinskaitė, Jolita, Samanta Mackevičiūtė, Gabrielė Sorakaitė, and Simona Jankauskaitė. "PECULIARITIES OF CMR DOCUMENTATION IN INTERNATIONAL FREIGHT." INDIVIDUAL. SOCIETY. STATE. Proceedings of the International Student and Teacher Scientific and Practical Conference, March 19, 2019, 28. http://dx.doi.org/10.17770/iss2018.4248.

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Abstract:

Due to the recent economic growth, manufacturing is expanding vastly, trades are broadening worldwide, and therefore, over the years the cargo transportation demand has been growing tremendously. Physical distribution and materials management have been replaced by the logistics management. Especially road transport mode is particularly popular for its accessibility and flexibility in Europe (Grant, 2014) and naturally, various documentation for transporting of goods is required. As a vast majority of European Union countries are using CMR convention, the CMR documentation is considered to be the best decision to avoid confusion, as road transport operators carrying goods for reward on international road haulage journeys must comply with the Convention on the Contract for the International Carriage of Goods by Road (CMR). Considering the CMR consignment note to be recognised by all enforcement officers of the countries’ parties to the CMR Treaty, it is important to analyse and present the advantages, limitations, benefits of CMR and compare it with other international freight documentation, focusing the research mainly on the haulage by the road transport mode.

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25

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-14, no. 2 (August 1986): 630–33. http://dx.doi.org/10.1093/ulr/os-14.2.630.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-14, no. 2 (August 1986): 637–38. http://dx.doi.org/10.1093/ulr/os-14.2.637.

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27

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-14, no. 2 (August 1986): 639–40. http://dx.doi.org/10.1093/ulr/os-14.2.639.

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28

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 708–12. http://dx.doi.org/10.1093/ulr/os-15.2.708.

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29

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 713–15. http://dx.doi.org/10.1093/ulr/os-15.2.713.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 716–20. http://dx.doi.org/10.1093/ulr/os-15.2.716.

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31

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 721–24. http://dx.doi.org/10.1093/ulr/os-15.2.721.

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32

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 725–29. http://dx.doi.org/10.1093/ulr/os-15.2.725.

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33

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 730–33. http://dx.doi.org/10.1093/ulr/os-15.2.730.

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34

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 734–42. http://dx.doi.org/10.1093/ulr/os-15.2.734.

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35

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 743–49. http://dx.doi.org/10.1093/ulr/os-15.2.743.

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36

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 750–51. http://dx.doi.org/10.1093/ulr/os-15.2.750.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 752–53. http://dx.doi.org/10.1093/ulr/os-15.2.752.

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38

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956/1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review os-15, no. 2 (August 1987): 754–66. http://dx.doi.org/10.1093/ulr/os-15.2.754.

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39

"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.708.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.713.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.717.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.724.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.729.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.732.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.736.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.739.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.741.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.744.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.747.

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"Convention relative au contrat de transport international de marchandises par route (CMR) - 1956 / 1956 - Convention on the Contract for the International Carriage of Goods by Road (CMR)." Uniform Law Review, August 1988. http://dx.doi.org/10.1093/ulr/os-16.2.762.

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