Acceso usuarios
José Luis García-Pita-Lastres 
La cuestión clásica de la delimitación entre los diferentes tipos de contratos náuticos, y-en concreto- de la delimitación entre Fletamento y Contrato de Transporte marítimode mercancías, viene experimentando giros inesperados y bruscos, en el proceso deReforma de nuestro Derecho marítimo. La Proposición de Ley que presenta el Grupoparlamentario socialista, reproduciendo “ad pedem litterae” el Texto del Proyecto de2008, define el Contrato de Fletamento en términos de absoluta identificación con elContrato de Transporte marítimo de mercancías, con el evidente propósito de hacerque el Fletante -al que ya sólo se denomina “porteador”- responda, a todos los efectos,como un verdadero transportista; como un porteador que asume el compromiso de laconducción y custodia de las mercancías, haciendo desaparecer por completo la figuradel Fletamento como contrato de prestación de servicios de navegación por cuenta ybajo instrucciones ajenas. Se hace, así, “tabula rasa” de la voluntad contractual del Naviero,sustituyendo su consentimiento en comprometerse a transportar por una especiede “receptum” o “bailment” involuntario, de neta raigambre inglesa, que desvirtúa lanaturaleza del Fletamento y del Transporte, como contratos, obra de la voluntad privaday de su legítimo poder auto-normativo.
The classic question referring the limits between the different tipes of maritime contracts,and -concretely- between Freightments and Contracts of Carriage of Goods bySea frequently suffers or is submitted to sudden turns and twists, during the process ofspanish Maritime Law Reform. The Proposal of a new General Act, proposed by Socialistsparliamentary Group, which is -“ad pedem litterae”- the same that the older 2008/Project, defines the “Freightment Contract” [Contrato de Fletamento] in terms of full andabsolute identification or equalization with the Contrac of Carriage of Goods by Sea, withthe self-evident purpose of making the Owner -which is called “Carrier”- liable for thecarriage and custody of the goods on board, and thus erasing completely the older figureof the “Contrato de Fletamento” [Freightment], as a contract for the furniture of navigationservices, for others´ account and under other’s instructions. It is done, this way, a “tabularasa” of contractual Shipowner’s will, substituing his consent in obligating to carry andcustody the goods by some kind of “receptum” or “involuntary bailment”, with deep rootsin English Law, that distorts the nature of Freightment and Transport [or Carriage], ascontracts, fruit of the private will and of his legitimate auto-normative power
