货运代理并不是一个纯粹的法律概念。货代经过数百年的发展

• BY:深圳
• 26
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• 海货运拼箱

If the forwarder wants to maintain the legal status of the agent, the forwarder of the bill of lading is actually in a double agency status. First, as the agent of the owner of goods to arrange the transport of goods, and the carrier to conclude a transport contract, obtain the bill of lading; At the same time, as the carrier's signing agent, the carrier issued a bill of lading.

Uniform customs and practice (UCP500) for documentary credits article 30 as to the transport documents issued by Forwarder (referred to as "Forwarder" in Hong Kong and the same nature as Forwarder in China), the stipulations are as follows: unless otherwise authorized by the letter of credit, the bank will only accept the documents issued by the Forwarder in the following documents

If the forwarder has stated his/her agency status without any objection in the bill of lading, can he/she be released from liability for loss, damage and delay of the goods shipped? To a great extent, it depends on whether the carrier has the right to authorize the forwarder in advance or the right of ratification afterwards.

The dual agency of freight forwarders is a relatively new business in shipping, and this practice has been widely accepted by the international air cargo transportation industry.

Air freight forwarders, acting as agents of the international air transport association (IATA), may issue air waybills to their customers in the name of the airlines of the association to which they have chosen to carry their customers' goods. The air waybill issued by it shall be binding on the airline without question. Since such a system had been established throughout the air cargo industry, it was inevitable that a single airline would recognize the legal effect of such double agency.

In the shipping industry, there is no unified international organization to support freight forwarders to use similar documents. Therefore, a single ocean carrier is often reluctant to give the forwarder the authorization to issue such double agency documents in advance. However, in the event of a prosecution by the shipper, the maritime carrier is likely to acknowledge such documents issued in its name. Although such an ex post facto recognition implies the carrier's direct contractual liability to the carrier, it also implies that the carrier may be exempted from liability by the provisions of the transport documents.

However, as mentioned above, from the perspective of international shipping practice, nvocc has already been included in freight forwarding services and multimodal transport services. The introduction of the concept of nvocc and nvocc into China's legal system can only cause overlap and confusion in the administrative management of this industry. From the perspective of international shipping practice, the legal concept of nvocc is unique to American law and incompatible with international shipping practice.

In addition, the scope of nvocc's business has been covered by the freight forwarding industry with a history of several hundred years, so there is no legal necessity to create this narrow concept. This concept is also inconsistent with the commitments made by the Chinese government (the timetable for the opening of the freight forwarding industry). The criteria to be applied by a foreign forwarder to its entry into the Chinese market (whether as a forwarder or as a nvocc; I am at a loss as to whether to apply to the ministry of commerce or the ministry of communications. At the same time, the emergence of this concept will make it more difficult for China's nvoccs to enter the international market, because it is a completely different legal concept in the country they want to enter.

In conclusion, freight forwarding has not emerged as a purely legal concept. After hundreds of years of development, freight forwarding has become a legitimate and complete industry, its unique legal nature and legal characteristics have been recognized by the international transport industry and related industries. The gap between industry practice and law should be narrowed, not widened: it is doubtful that the legal system would be complicated by the need to separate part of the business (non-vessel-carrying) from freight forwarding. In fact, the correct approach is to establish a unified system of administrative laws and regulations on the freight forwarding industry, rather than artificially create new legal concepts to divide the freight forwarding industry, resulting in the overlapping division of administrative management.如果货代想保持代理的合法地位，提单货代实际上处于双重代理地位。首先，作为货主的代理人安排货物运输，并与承运人订立运输合同，取得提单;同时，作为承运人的签字代理人，承运人签发提单。

跟单信用证统一惯例(含意)第三十条的运输单据签发货代(称为“货代”在香港和在中国货代)一样的性质,规定如下:除非另有授权的信用证,银行只接受在下列文件货代签发的证件

如果货代在提单上没有任何异议的陈述了他/她的代理身份，他/她是否可以免除货物的灭失、损坏和延迟的责任?这在很大程度上取决于承运人是否有权预先授权货代或事后批准权。

双代理货运代理是一种新兴的货运代理业务，这种做法已被国际航空货运业界广泛接受。

航空货运代理作为国际航空运输协会(IATA)的代理，可以以其选择的运输客户货物的协会航空公司的名义向客户签发航空运单。其签发的航空运单对航空公司具有约束力。由于整个航空货运业都建立了这种制度，一家航空公司不可避免地会承认这种双重代理的法律效力。

在航运业中，没有统一的国际组织来支持货运代理使用类似的单证。因此，单一的海运承运人往往不愿意提前授权货代签发这样的双重代理文件。但是，如果托运人提起诉讼，海事承运人很可能承认以其名义签发的此类文件。虽然这种事后承认意味着承运人对承运人负有直接合同责任，但也意味着承运人可以根据运输单据的规定免除责任。

但是，如上所述，从国际航运实践的角度来看，无船承运人已经被包括在货运代理服务和多式联运服务中。将无船承运人和无船承运人的概念引入我国的法律体系，只会造成该行业行政管理的重叠和混乱。从国际航运实践的角度看，无船承运人的法律概念是美国法律所特有的，与国际航运实践并不相容。

此外，无船承运人的业务范围已经被货代行业所涵盖，已有几百年的历史，因此没有法律上的必要去创造这个狭窄的概念。这一概念也不符合中国政府所作的承诺(货运代理行业开放的时间表)。外国货运代理进入中国市场所适用的准则(不论是作为货运代理还是无船承运人;我不知道是申请商务部还是交通部。与此同时，这一概念的出现将使中国的无船承运人进入国际市场变得更加困难，因为在他们想进入的国家，这是一个完全不同的法律概念。

综上所述，货运代理并不是一个纯粹的法律概念。货代经过数百年的发展，已成为一个合法完整的行业，其独特的法律性质和法律特征已得到国际运输业及相关行业的认可。行业实践与法律之间的差距应该缩小，而不是扩大:法律体系是否会因为需要将部分业务(无船承运)与货运分开而变得复杂，这是值得怀疑的。实际上，正确的做法是建立统一的货运代理行业行政法规体系，而不是人为地创造新的法律概念来划分货运代理行业，导致行政管理的分工重叠。

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