Texte remanié de: Th. doct--Droit--Aix-Marseille 3, 1999. / Bibliogr. p. 467-484. Index.

Liability in International Maritime Transport Main aim of this thesis is a brief introduction to the maritime law, the applicable liability systems, impact of carriage of goods by sea on trade in the Czech Republic and possible future development of international trade. The relationships in the maritime area may be quite complicated and the purpose of this thesis is to present them in a reader-friendly, comprehensible manner. The original reason that led me into choice of this topic is my personal interest in both international trade and ships. International transport may be considered as subsidiary to the sale or exchange of goods but is of essential relevance for the conclusion of trade. Approximately 90% of non-bulk cargo is shipped via ocean. The importance of the international maritime transport is therefore enormous and together with broadening globalization, the legislation in the area of maritime transport gradually increases its effect on the Czech Republic. Moreover, the freight and other costs of shipping considerably influence purchase price of goods. Liability is then crucial when deciding who is to bear the costs of loss, damage to the goods, late delivery of the goods, insurance, bank payment fees, packaging, etc. The text is divided into six chapters. The introductory chapter opens the...

This diploma thesis analyzes the maritime container transport, it's history and development and the types of containers. It deals with the current situation in the maritime transport market. The main emphasis is on detailed description of the transport chain. The paper also deals with documents that are carried by sea, especially the Bill of Lading. This is a specific document, among other it is a tradable security. In the thesis there have also been mentioned the current issues of liability and insurance - (Rotterdam Rules and INCOTERMS 2010).

Le droit de la preuve résulte nécessairement d’un certain postulat philosophique. Le modèle qui prédomine en France, qui doit beaucoup aux travaux de Motulsky, adopte ainsi une approche légaliste faisant découler le droit de la preuve de la notion de droit subjectif. Il appartiendrait, dans cette perspective, à la partie qui se prévaut d’un droit d’analyser l’antécédent de la règle afin d’identifier les faits devant faire l’objet d’une preuve. En matière délictuelle par exemple, il incomberait à la victime de faire la preuve d’une faute, d’un dommage et d’un lien de causalité entre la faute et le dommage pour obtenir réparation. Or, tous les systèmes juridiques, et plus particulièrement celui de droit anglais, ne reconnaissent pas l’existence des droits subjectifs. Par ailleurs, pour de nombreux auteurs, tel Michel Villey, le droit ne peut se réduire à la règle de droit, par essence générale et abstraite : tout cas d’espèce doit recevoir des solutions adaptées. Autrement dit, par sa généralité, la règle laisserait place à des espaces qu’il faudrait combler par la référence à des éléments extrajuridiques, contrairement à ce que postule la thèse de Motulsky. Un tel dilemme ne pouvait être résolu qu’en procédant à une reconceptualisation de la preuve. C’est à ce travail que cette thèse s’est attaquée en vue de proposer des solutions théoriques rigoureuses, sur la base desquelles des conséquences concrètes pourront être inférées. Indéniablement, le fait de se focaliser sur une matière spécifique, le droit des transports maritimes en l’occurrence, constituait le moyen le plus sûr pour ne pas perdre de vue les aspects éminemment pratiques du droit de la preuve. / The law of evidence results necessarily from a philosophical postulate. Thus, the predominant model of evidence law in France, which owes much to the work of Motulsky, has adopted a legalistic approach of the concept of subjective rights. In this perspective, it is incumbent on the claimant to analyze the antecedent of the rule in order to identify the facts to be proven. For instance, in tort law, the onus it is on the victim to prove a fault, a damage and a causal link between the fault and the damage for redress. However, all legal systems, and more particularly the English one do not recognize the existence of subjective rights. Moreover, for many authors, such as Villey, the law cannot be reduced to the rule of law, by general and abstract nature: every case requires adapted solutions. In other words, by its generality, the rule would create spaces that should be addressed by reference to extra-legal factors, contrary to what postulate the Motulsky’s thesis. Such a dilemma could only be solved by making a reconceptualization of the evidence. It is this task that this thesis tackles in view to provide rigorous theoretical solutions, based on which concrete consequences will be inferred. Undeniably, the fact of focusing on a specific topic, the law of maritime transport in this case, was the surest way not to lose sight of the very practical aspects of the law of evidence.

Indemne…devrait être acheminée la marchandise à bon port ! Telle est la simple quintessence de la responsabilité du transporteur maritime. Or, la simplicité du principe ne signifie pas pour autant la commodité d’application. Si pour Marx, la marchandise est à la fois « la forme élémentaire et la forme universelle de la richesse », pour le transporteur maritime elle est à la fois la raison et la finalité. La raison de son existence économique ; et la finalité de son devoir juridique comme responsable du transport et de l’intégrité de celle-Ci. Terreau fertile aux conflits, la responsabilité du transporteur maritime marocain et français s’avère un véritable champ de mines. Cycliquement chamboulés, les régimes et règles de telle responsabilité demeurent confusément disséminés dans les droits d’ordre interne et les réglementations internationales, et sont complexes à appréhender. Dans une perspective juridico-Économique, la présente thèse s’est fixée le dessein de déconstruire l’archétype de la responsabilité du transporteur maritime, dans son « fondement » et sa « portée ». Autrement dit, de disséquer la contexture de ses règles, ses champs d’application et sa mise en œuvre. Se voulant d’ordre pratique, l’analyse s’efforcera de pénétrer le vif des intrications soulevées par les règles de responsabilité ; saisir les subtilités techniques et commerciales, au même titre que les difficultés et contestations élevées entre les transporteurs et les ayants droit quant aux dommages causés à la marchandise. / The good should be shipped safely to the desired port! That is the simple quintessence of the marine carrier’s liability. However, the simplicity of the principle does not mean the convenience of application. If, for Marx, the good is both “the basic form and the universal form of wealth”, for the marine carrier it is both the reason and the purpose. The reason of its economic existence and the purpose of his legal duty as responsible of the maritime transport and its safety.Fertile soil for conflicts, the liability of the marine carrier in Moroccan and French law is a real minefield. Cyclically turned upside down, schemes and rules of such liability remain confusingly scattered in the internal legislations and international regulations. In a legal and economic perspective, this thesis has set the aim to deconstruct the archetype of marine carrier’s liability in its “foundation" and "impact". In other words, analysing the layout of its rules, its scope and implementation. Intended as a practical thesis, the analysis and methodology used will seek to delve further in the issues raised by the liability rules; understand the technical and commercial subtleties as well as the difficulties and disputes raised between marine carriers and right holders for damages caused to the goods.

My thesis gives an overview of the development of maritime transport, shows the coherence of international trade in maritime transport and how these trends affect the two sectors of the economy in terms of growth and the territorial and commodity structure. Another issue is technological change in the context of maritime transport and analysis of the practical aspects of one of the biggest trends that emerged during the last hundred years, container transport. The goal of the last part of my thesis is to highlight the new trends in the development of regulatory and institutional framework for maritime transport and to monitor solutions in addressing global problems of ecology and safety in this field.

The thesis is focused on container shipping from the Czech Republic to China. The volume of import from China to the Czech republic is ten times higher than the export to China, which is reflected in the number of containers shipped on this route. The thesis shows the impact of the trade imbalance on the freight rate and on the level of surcharges. Subsequently, the thesis describes the procedures an exporter has to go through when arranging a shipment. The practical part shows a case of an export operation of fresh rabbit skins to China.

Os objetivos desta dissertação são comprovar empiricamente os benefícios da modelagem matemática como uma ferramenta de apoio ao processo decisório e apresentar uma forma de minimizar o custo do transporte marítimo de matérias-primas a granel, atendendo aos prazos e às demandas de quantidade de uma indústria química do ramo de fertilizantes em sua operação no Brasil. Isso será possível mediante o desenvolvimento de um modelo de programação linear inteira mista com as características do Vehicle Routing Problem with Pickup and Delivery with Time Windows (VRPPDTW) para representar as características do problema. O VRPPDTW é uma subclasse do clássico Vehicle Routing Problem que encontra grande aderência aos desafios industriais, ao poder encontrar soluções para o transporte de bens e pessoas. Para essa aplicação, diversas restrições de roteamento de navios heterogêneos, de agendamento das coletas e descargas das matérias-primas, de oferta e demanda por diferentes tipos de insumos e de capacidade de cargas de portos e navios foram elaboradas e implementadas para caracterizar situações às quais o processo de planejamento de entregas está atualmente submetido. Diferentes instâncias com dados cedidos pela companhia foram processadas e resolvidas em tempos aceitáveis, a partir da utilização do solver IBM ILOG CPLEX© 12.1.0. Resultados econômicos mais eficazes dos que aqueles atualmente percebidos pela empresa foram encontrados. / This thesis purposes are to prove empirically the mathematical modeling benefits as a support tool to the decision-making process and to present a way to minimize bulk raw materials maritime transport costs, attending to deadlines and quantity demand of a chemical fertilizer industry in its operations in Brazil. This will be possible through the development of a mixed linear and integer programming model with the characteristics of the Vehicle Routing Problem with Pickup and Delivery with Time Windows (VRPPDTW) to represent the problem characteristics. The VRPPDTW is a subclass of the classic Vehicle Routing Problem that finds great adhesion to industrial challenges, to be able to find solutions for the transport of goods and people. For this application, several constraints for heterogeneous ship routing, scheduling for raw material charges and discharges, supply and demand for different types of products and ports’ and ships’ cargo capacity were elaborated and implemented to characterize situations to which the delivery planning process is currently submitted. Different instances with data provided by the company were processed and solved in acceptable times, using the IBM ILOG CPLEX © 12.1.0 solver. Economic results more effective than those currently perceived by the company were found.

Le transport multimodal n'est pas nouveau. Lieux de production et de consommation étant souvent éloignés, qui plus est dans une économie toujours davantage internationalisée, l'acheminement de la marchandise soulève inévitablement le recours à ce type de transport-ci. Le transport maritime, tout comme le transport ferroviaire et aérien, requiert nécessairement un pré-acheminement et/ou un post-acheminement. Seul le transport routier pourrait échapper à ces contraintes. Pourtant, «le transport multimodal» est un concept juridique de création moderne. On parlait auparavant de «transport combin», «transport mixte» ou encore «transport multimodal transimaritime» suite à l'initiative de Monsieur le Professeur Pierre BONASSIES et désormais il est fait référence au «transport international», «transport multimodal». L'originalité du transport multimodal a pour conséquence de soulever un certain nombre de problèmes juridiques touchant la responsabilité, l'assurance, la compétence juridictionnelle. Cette thèse tente de répondre aux difficultés juridiques relatives à ce mode de transport. Il s'agit notamment de deux questions fondamentales : la première question est de déterminer la responsabilité de l'entrepreneur du transport multimodal et sa limitation de responsabilité. La deuxième question est de savoir quelle est la loi applicable en cas de conflit de lois et l'influence des Règles de Rotterdam. Cela notamment au regard de « la commission de transport » qui, si le concept est reconnu largement dans tous les pays, ne dispose néanmoins pas du même statut juridique. Le droit français distingue la notion de «commissionnaire» de celle de «transitaire». Le «Non-Vessel-Operation­ Common Carrier» (NVOCC) est un peu l'adaptation internationale de la notion française de commissionnaire de transport. Après les États-Unis et les Philippines, la Chine a récemment adopté la notion de NVOCC dans les «Modalités d'application du Règlement de la République populaire de Chine aux transports maritimes internationaux». Ce problème renvoie aux questions d'identification de transporteur et de sa limitation de responsabilité. / No English summary available

A importância do transporte aquaviário é dada pelos diferentes modos de navegação, podendo ser por meio fluvial, lacustre e navegação marítima. Para a logística e economia brasileira, este é um modal extremamente importante, haja vista a pluralidade de transporte pelo fato das relações de exportação e importação ocorrerem especialmente por este tipo de modal. No Brasil há cinco modalidades de transportes: o aquaviário, o rodoviário, o aeroviário, o ferroviário e o dutoviário. Serão descritas nos próximos capítulos as características de cada tipo de modal, especificamente dos modais rodoviário e aquaviário, em especial a cabotagem, objeto principal deste estudo. O objetivo deste trabalho é analisar a atual situação do transporte marítimo no Brasil, especialmente a cabotagem. Através de três parâmetros - custos, tempo de viagem e segurança -, procurar-se-á avaliar o nível de qualidade do modal, visando à identificação da existência de pontos críticos e sugerir possíveis soluções baseadas na logística e na tecnologia, ferramentas fundamentais para a busca da eficácia na redução dos custos de transportes, contribuindo para um melhor resultado dos custos logísticos finais. Para uma reflexão sobre o transporte nacional de mercadorias por via marítima através da cabotagem, serão apresentadas as características principais do transporte marítimo, com suas vantagens e desvantagens e sua importância para a economia brasileira. A crítica envolverá a questão do frete marítimo e suas interrelações, discutindo variáveis que compõem o preço do frete. Ferramentas tecnológicas fundamentais para a eficácia das operações também serão abordadas durante este trabalho. Serão descritas as características dos portos brasileiros, em especial as dos portos do Rio Grande (RS), Santos (SP), Suape (PE) e Rio de Janeiro (RJ), a distancia entre o porto do Rio de Janeiro (RJ) e os demais, bem como o tempo de viagem relacionado entre eles. Explorado pela União diretamente ou mediante concessão (precedida de licitação), o porto organizado, construído e aparelhado para atender necessidades da navegação e da movimentação é administrado pelo Conselho de Autoridade Portuária - CAP -, contando ainda com a figura do OGMO Orgão Gestor de Mão de Obra que controla a força de trabalho nas áreas portuárias, organismos instituídos pela Lei n. 8.630, de 25 de fevereiro de 1993, chamada da Lei de Modernização dos Portos. Por fim serão analisadas as variáveis custo, tempo de viagem e segurança no intuito de contribuir para uma reflexão para o crescimento do transporte de cabotagem no Brasil, procurando identificar um ganho substancial na economia brasileira, através da economia de escala, observados todos os parâmetros necessários para o bom desenvolvimento da logística de transporte de mercadorias por via marítima. Este trabalho abordará a Gestão do Transporte Marítimo de Cargas no Brasil, em especial a cabotagem. / The importance of water transport is given by different modes of navigation can be by river, lake and sea. For the logistics and the Brazilian economy this is a very important shift, given the plurality of transport because of the relationship of exports and imports occur especially for this type of shift. In Brazil there are five modes of transport, water transport, road, aviation, rail and pipeline. Will be described in later chapters the characteristics of each type of shift, specifically the roadway and water transport, in particular cabotage, the main object of this study. The objective of this study is to analyze the current situation of transport in Brazil, especially the coasters. By three criteria, costs, travel time and safety, an attempt will be to evaluate the quality of the shift in order to identify the existence of critical points and suggest possible solutions based on logistics and technology, key tools for search effectiveness in reducing transport costs, contributing to a better outcome of the final logistic costs. For a reflection on the national transport of goods by sea by cabotage, will present the main characteristics of the sea, with its advantages and disadvantages and its importance for the Brazilian economy. The criticism will involve the issue of freight and discussing its relationship variables that make up the price of shipping. Technological tools essential for efficient operations will also be addressed during this work. We will describe the characteristics of the Brazilian ports, in particular the ports of Rio Grande (RS), Santos (SP), Suape (PE) and Rio de Janeiro (RJ), the distance between the port of Rio de Janeiro (RJ) and other as well as the related travel time between them. Operated by the Union directly or through concessions (preceded by auctioning), organized port, built and equipped to meet needs of shipping and handling is managed by the Port Authority - CAP - and we also have to figure OGMO - Organ Manager Labor, which controls the work force in the port area, the bodies established by Law No. 8630 of 25 February 1993, called the Law of Modernization of Ports. Finally the variables will be considered cost, time travel and security in order to contribute to a reflection on the growth of cabotage transport in Brazil, trying to identify a substantial gain in the Brazilian economy, through economies of scale, observed all the necessary parameters for the proper development of the logistics of transporting goods by sea. This paper will address the Management of Maritime Carriage of Cargo in Brazil, in particular cabotage.