鹿特丹規則自1996年開始草擬，歷經大小數十次會議，迄2008年12月11日於聯合國第63屆大會第67次會議於紐約審議通過，該規則首次確立「海運加」（海運階段加上海運前後其他運送方式階段）之適用範圍，較諸傳統海上運送公約之適用範圍，變化甚鉅。「海運加」制度將鹿特丹規則之適用範圍擴大到傳統海上運送階段以外之其他領域，包括與海上運送連接之陸上運送，鐵路、公路、內陸河道運送甚至航空運送都包括在內。 因此，為因應鹿特丹規則適用範圍之延伸，鹿特丹規則創設了「海運履行輔助人」制度，意指「凡從貨物到達裝載港至貨物離開卸載港期間履行或承諾履行運送人義務之履行輔助人」。內陸運送人僅在履行或承諾履行其完全在港區範圍內之服務時方為海運履行輔助人。海運履行輔助人一方面承擔鹿特丹規則中運送人之義務及賠償責任，另一方面則同時享有運送人之抗辯及賠償責任限制。 我國雖然尚未加入鹿特丹規則，但該規則已明確規定，只要海上貨物運送契約之裝、卸載港或收、交貨地所在國已經批准、接受或核准公約，抑或該當事人適用或援引該公約，則將使其他任一當事人，不論其所在國是否批准、接受或核准該公約，同樣受到鹿特丹規則之約束。因此，我國海商法未來之修正方向，應深入了解並正確把握鹿特丹規則之原則及要領，以維持我國海運在國際市場上之競爭力。

海運承攬運送業在進入跨境電商蓬勃發展的年代，貨物才積越來越小，單票貨量逐漸萎縮，貨物價值越來越高，並且在船公司與空運公司分食國際運輸的大餅後，海運承攬運送業的生存空間已經被極度壓縮到了難以生存的處境。 民國102年推出了「海運快遞貨物通關辦法」，讓海運承攬運送業看見了一線生機，這個辦法在推出時是以台北港與福建平潭之間的快速貨輪為運具所立的辦法，這條專有航線原本的用意在於將台灣的產品利用海運快遞的方式，經過福建平潭進入大陸地區，但是在2016年新政府上台後，因為兩岸關係急凍，福建平潭單方面以各種理由延遲了所有海運快遞的通關時間，讓這項原本稱做為海運快遞的專線，變的一點都不快。 但是通關辦法已經存在，本研究將以A公司的專長「廣東省-基隆」這條航線為例，建立在台灣法源基礎的範圍內，利用海運快遞這個通關模式，將原本不合法的假海運快遞(雜貨櫃)，用符合法令規範的方式來運輸與通關，建立新服務發展(NSD)為研究架構，再以品質機能展開(QFD)的品質屋來做為研究方法，建立新服務發展模型，A公司能在既有的基礎上開創出一條全新的服務與道路。 / Freight forwarders in the vigorous development of the cross-border electricity supplier's goods to accumulate more and more small, single ticket volume shrinking, the value of the goods is more and more high, and the ship company and the Airborne Inc eating pie international transport, shipping industry living space has been compressed to the difficult survival situation. In 2013, launched the "customs clearance to express cargo shipping, freight forwarders to see this approach in the launch of a slim chance of survival, is a fast ship between Taipei port and Fujian Pingtan for transportation have made this way, originally designed for exclusive route, the Gulf of products using maritime express way after Fujian, Pingtan into the mainland, but in 2016 after the new government came to power, because of cross-strait relations frozen, Fujian Pingtan unilaterally for various reasons to delay all shipping Express customs clearance, make this originally called for the sea transport express line, a little change is not fast. But the clearance measures already exist, this study will use the A company's expertise "in Guangdong Province - Keelung" this route as an example, based on the scope of legal basis in Taiwan, using the express shipping and customs, originally illegal fake courier shipping (grocery cabinet), by coincidence to standard way to transport with the establishment of customs clearance, new service development (NSD) as the research framework with quality function deployment (QFD) of the house of quality as the research methods, the establishment of new service development model, A company can create a new service and road in the existing infrastructure.

國際貿易實務上，「信用狀」係往來銀行提供信用狀擔保付款之模式，確保跨國貿易之順利完成、加速貿易進行，為當今世界重要付款方式。「信用狀統一慣例（UCP）」係國際商會（ICC）制定之信用狀交易實務慣例，自1933年首次頒布以來，目前已成為全世界公認遵行之信用狀標準處理方針。2007年，國際商會公佈最新修訂版本之第600號出版物“UCP 600”，明定因應銀行及航運實務發展、檢討UCP 500之規範文字及語體、抑制銀行拒絕付款率等為主要修訂目標。 鑑於UCP 600對於未來國際貿易發展之影響力，實有全面且深入研究UCP 600條款內容及規範目的之必要。本文以UCP 600新增定義解釋條款、審查單據條款、及運送單據條款為研究主題，透過闡釋條文涵義、比較與UCP 500之差異、探究新條款影響、檢討修訂目標之成效等，俾使信用狀當事人及相關銀行正確理解及適用UCP 600條款內容。 本文首先介紹信用狀之特性、經濟功能及信用狀統一慣例之定位適用等基本概念；其次從文義解釋、法律性質及當事人間法律關係等觀點切入，闡釋UCP 600本次新增之定義及解釋條款；並研究銀行實務最常發生爭議之審查單據程序，詳盡分析UCP 600規定之審單標準、符合提示、拒付瑕疵單據等重要條款。此外，本文探討UCP 600所規定國際航運常見之提單、多式運送單據、不可轉讓海運單及傭船提單等運送單據條款。最後，本文針對UCP 600條款之重要修訂內容予以彙整，嘗試提出該等條款之修正趨勢及未來發展。 / In international trade practice, “letter of credit”which is the most important type of payment in the world is the means of settlement that an issuing bank independently undertake to honour a complying presentation , and that ensures international trade to successfully completed, and speeded up the transactions.“ICC Uniform Customs and Practice for Documentary Credit(UCP)”is the rules of international letter of credit practice promulgated by the Commission on Banking Technique and Practice of the International Chamber of Commerce(ICC).The 2007 Revision, UCP 600, is the latest of a series of revisions of these ICC rules that date from 1933 and have in their evolution become the universal norm for commercial letter of credit. The introduction of UCP 600 expressly indicated the main revised objective was to address developments in banking and transport industries, to look at the language and style used in UCP 500, and to reduce the rejections of the documents presented under letter of credit. In consideration of the influence of UCP 600 for the development of international trade in the future, it was necessary to generally and deeply research the clauses and provisions of UCP 600 and the revised objective. This paper’s research subjects include the formal definitions and interpretations of UCP 600, the provision regarding examination of documents, and the provisions regarding transport documents. In order to make the parties of letter of credit and the relevant banks correctly understand and apply the UCP 600 clauses, this paper interprets the meaning of UCP 600 clauses, compares the differences between UCP 600 and UCP 500, analyses the influence of new provisions, and look at the achievements of this revision. This paper first introduces the fundamental concepts included the characteristic of letter of credit, the economic functions of letter of credit, and the position and application of UCP 600.The second part is to discuss the formal definitions and interpretations that UCP 600 new formulated from the perspectives of language interpretation, quality of law, and the law relationship of the parties. Then this paper discusses the rules for the examination of documents that most controversial in banking industries, and analyses the important provisions regarding standard for examination of documents, complying presentation, and rejection of discrepant documents. Moreover, this paper is referring to the general transport documents clauses stipulated in UCP 600, including bill of lading, multimodal transport document, non-negotiable sea waybill, and charter party bill of lading. Finally, this paper synthesizes the significant revised provisions, and recommends several suggestions about modifying the relevant provisions in UCP 600 and development in the future.

十九世紀英國經濟活動、社會結構及工藝技術發生重大變革，船舶所有人從事海上運送活動所面臨之責任風險，種類繁多且金額甚鉅，非其能獨自承擔而有轉嫁風險之必要，船舶所有人防護及補償保險遂應運而生，迄今已有一百五十餘年之歷史。 船舶所有人防護及補償保險，乃由船舶所有人組成非營利性之防護及補償協會，以相互保險之方式承保船舶所有人之責任風險，其承保範圍廣泛，包括船員及旅客傷病死亡責任、人命救助之費用及報酬、貨物責任、船舶碰撞責任、污染責任、船舶拖帶責任、船骸移除責任、共同海損分攤額、檢疫費用、罰金、損害防阻及法律費用等等。 船舶所有人透過船舶所有人防護及補償保險之安排，轉嫁龐大之責任風險，使海上運送活動得以存續，船舶所有人防護及補償保險之貢獻重大，已成為海上保險不可或缺之一環，其重要性並不亞於船體保險及貨物保險。惟目前我國學界關於船舶所有人防護及補償保險之文獻極為有限，且多數文獻因論著年代較為久遠，部分內容已與現況有所差異。 鑒於船舶所有人防護及補償保險之重要性，本文乃以英國不列顛防護及補償協會之2007年協會規則為主要研究對象，並以相關國際公約、英國法及我國法為研究範圍，自法律層面分析探討船舶所有人防護及補償保險之意義、功能、歷史沿革、法律架構、契約之成立與效力及其承保範圍，建立船舶所有人防護及補償保險之概念與體系論述，以期能達成協助船舶所有人瞭解並維護其關於船舶所有人防護及補償保險之各項權益、引起國內學界對船舶所有人防護及補償保險之重視與研究興趣、俾利國內航運保險相關主管機關對航運業轉嫁責任風險之行政監理及對我國船舶所有人組成防護及補償協會可行性之評估等研究目的。