海牙維斯比規則(中文版)

2023年12月11日發(作者：英雄王成)

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海牙維斯比規則(中文版)

海牙—維斯比規則(中文版)

1968年布魯塞爾議定書

,有關修改1924年8月25日在布魯塞爾簽訂的統一提單的若干法律規定的國際公約的議定書,

,1968年2月23日頒布1978年1月1日實施,

各締約方，考慮到1924年8月25日在布魯塞爾制訂的統一提單的某些法律規定的國際公約加以修正是合乎需要的，茲協議如下:

第一條

1(第3條第4款增加下列規定:

“但是，當該提單已被轉讓至善意行事的第三者時，與此相反的證據便不予接受。”

2(第3條第6款第4項應改為:

“除第6款(之一)另有規定外，除自貨物交付或本應交付之日起一年內提起訴訟外，在任何情況下，承運人和船舶將被免除對于貨物的任何責任。但是，在訴因發生以后，經當事方同意，這一期限加以延長。”

3(第3條第6款之后應增加第6款(之一):

“即使在前款規定的一年期限屆滿之后，只要在受案法院所在地法律允許期間內，仍可以向第三方提起追償訴訟。但是，允許的時間自提起此種訴訟之人已經解決向其索賠的案件，或在對其本人的訴訟中收到送達的傳票之日起算，不得少于三個月。”

第二條

第4條第5款應予刪除，并改為下列規定: (a)不論是承運人或船舶，對超過每件或每單位相當于10000法郎，或按滅失或受損貨物毛重計算，每公斤相當于30法郎(兩者之中以較高者為準)的貨物或與貨物有關的滅失或損害，在任何情況下，概不負責，除非貨物的性質和價值已由托運人在貨物裝運前聲明，并在提單上注明。

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(b)可賠償的總額應參照該貨物根據合同從船上卸下或本應卸下的當時當地的價值計算。

貨物價值應按商品交換價格確定，或者，如無此種價格，按現時市場價格計算;如無商品交換價格和現時市場價格，參照相同品種和質量的貨物的正常價值確定。

(c)如貨物是以集裝箱、貨盤或類似的運輸工具集裝，則提單中載明的裝在此種運輸工具中的件數或單位數，應視為本款所述件數或單位數。除上述情況之外，此種運輸工具應視為一個包件或單位。

(d)一個法郎是指一個含有純度為千分之九百的黃金65.5毫克的單位。將裁判的賠償金額折合成本國貨幣的日期，應按受案法院所在地法律確定。

(e)如經證明，損害系承運人故意造成，或明知可能造成損害而輕率地采取的行為或不行為所引起，則無論是承運人或船舶，都無權享有本款規定的責任限制的利益。

(f)本款第(a)項所規定的聲明如被載入提單，應成為初步證據，但不應對承運人具有約束力或終結效力。

(g)經承運人、船長或承運人的代理人與托運人協議，可在本款第(a)項所述金額之外另行確定一個最高金額。但此最高金額不得低于該第(a)項所述的相應最高金額。

(h)如果托運人在提單中故意謊報貨物的性質或價值，則無論承運人或船舶，在任何情況下對貨物或與貨物有關的滅失或損害概不負責。 第三條

在本公約第4條和第5條之間應加入下述第4條(之一):

1.“本公約所規定的抗辯和責任限制，應適用于運輸合同所包含的貨物滅失或損害對承運人提起任何訴訟，而不論訴論是以合同或是以侵權行為為依據。

2.如果此種訴訟是對承運人的受雇人員或代理人(該受雇人員或代理人人并非獨立合同人)，該受雇人員或代理人有權援引承運人依照本公約可援引的各項抗辯和責任限制。

3.從承運人及此種受雇人員或代理人所能得到的賠償總額，在任何情況下，不得超過本公約規定的限度。

4.但是，如經證明，損害系受雇人員或代理人故意造成，或明知可能造成損害而輕率地采取的行為或不行為所引起，該承運人的受雇人員或代理人便無權援引本條各項規定。”

第四條

本公約第9條應改為下列規定:

“本公約不影響制約核損害責任的任何國際公約或國內法的規定。”

第五條

本公約第10條應改為下列規定:

“本公約各項規定，應適用于在兩個不同國家港口之間與貨物運輸有關的每一提單，如果:

(a)提單在某一締約國簽發;或者

(b)貨物從某一締約國港口起運;或者

(c)被提單所包含或所證明的合同受本公約各項規定或者給予這些規定以法律效力的任一國家立法的約束，而不論船舶、承運人、托運人、收貨人或任何其他關系人的國籍如何。 每一締約國應將本公約各項規定適用于上述提單。

本條規定不禁止締約國將本公約適用于未在前述各款中列明的提單。”

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第六條

本議定書締約方之間，公約與議定書應作為一個文件，一并理解和解釋。

本議定書的締約方沒有義務將本議定書中各項規定適用于在公約締約方、但非本議定書締約方的國家簽發的提單。

第七條

在本議定書締約方之間，任何一方根據公約第15條退出公約，都不應被解釋為退出經本議定書修正的本公約。

第八條

兩個或兩個以上締約方就本公約的解釋或適用發生爭議而未能通過協商解決時，應根據其中一方請示而提交仲裁。自請求提交仲裁之日起六個月內，如當事方就仲裁組織不能達成協議時，任何一方可按照國際法院的章程，將糾紛提交國際法院解決。

第九條

1.每一締約方在簽署或批準本議定書或加入本議定書時，可聲明其不受本議定書第8條約束。其他締約國就與作出這一保留的任何締約國而言，不受本條約的約束。

2.根據第1款作出保留的任何締約方，可在任何時間通知比利時政府撤銷其保留。 第十條

本議定書對在1968年2月23日之前批準本公約或加入本公約的各國，以及出席1967-1968年第十二屆海洋法外交會議的任何國家開放供簽字。

第十一條 1(本議定書須經批準。

2(由非屬本公約締約方的任何國家批準本議定書，具有加入本公約的效力。

3(批準文件應交比利時政府保存。

第十二條

1(未出席第十二屆海洋法外交會議的國家，聯合國會員國或者聯合國各專門機構成員國，可加入本議定書。

2(加入本議定書，具有加入本公約的效力。

3(加入書應交存比利時政府。

第十三條

1.本議定書自十份批準書或加入書交存之日起三個月后生效，并且，其中至少應有五份系由擁有100萬或100萬總噸以上船舶的國家所交存。

2.本條第1款規定的決定本議定書生效的批準書或加入書交存之日以后，對于批準或加入本議定書的

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每一個國家，本議定書自其交存批準書或加入書起三個月后生效。

第十四條

1(任何締約國可通知比利時政府退出本議定書。

2(此種退出具有退出本公約的效力。

3(此種退出自比利時政府收到通知之日起一年后生效。

第十五條

1.任何締約國可在簽署、批準或加入之時，或在此后任何時間，以送交比利時政府的書面通知，聲明本議定書適用至處于在其主權之下或由其負責國際關系的領土。

2.如果本公約尚未適用于這些領土，則此種適用的擴大也應用于本公約。 3.根據本條第1款作出聲明的締約國，可在此后任何時間通過送交比利時政府的通知，聲明本議定書不再擴大適用于此種領土。此種退出應自比利時政府收到該通知之日起一年后生效。此種退出也應適用于本公約。

第十六條

各締約方可通過賦予本議定書以法律效力，或以國內立法相適應的方式在國內法中訂入本議定書所采用的各項規定，而使本議定書生效。

第十七條

比利時政府應將下列事項通知出席1967-1968年第十二屆海洋法外交會議的各國，本議定書各參加國及本公約各締約國:

1(根據第10條、第11條及第12條收到的簽署、批準和加入書;

2(根據第13條規定，本議定書將生效的日期;

3(根據第15條規定，有關領土適用的通知;

4(根據第14條收到的退出文件。

下列署名的各全權代表，經正式授權，簽署本公約，以昭信守。

本議定書于1968年2月23日訂于布魯塞爾，正本一份，用法文和英文寫成，兩種文本具有同等效力，應存于比利時政府檔案庫，經核證無誤的副本由比利時政府分發。

維斯比規則

目錄

什么是維斯比規則

制定《維斯比規則》的背景

《維斯比規則》的主要內容

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《維斯比規則》議定書 維斯比規則(英文版)

維斯比規則(Visby Rules)

編輯本段

什么是維斯比規則

《維斯比規則》是《修改統一提單若干法律規定的國際公約議定書》(Protocol to Amend theInternationalConvention forthe Unification of

Certain Rules of

LawRelatingtoBillsoflading)的簡稱。

于1968年6月23日在布魯塞爾外交會議上通過，自1977年6月23日生效。截止1996年9月，參加該規則的國家共有29個，其中包括英國、法國、德國、荷蘭、西班牙、挪威、瑞典、瑞士、意大利和日本等主要航運國家。因該議定書的準備工作在瑞典的維斯比完成而得名。《維斯比規則》是《海牙規則》的修改和補充，故常與《海牙規則》一起，稱為《海牙-維斯比規則》。

編輯本段

制定《維斯比規則》的背景

《海牙規則》自1931年生效實施后，得到了國際航運界普遍接受，它的歷史作用在于使國際海上貨物運輸有法可依，統一了海上貨物運輸中的提單條款，對提單的規范化起到了積極作用，基本上緩和了當時承運方和托運方之間的矛盾，促進了國際貿易和海上運輸事業的發展。但隨著國際政治、經濟形勢的變化，以及航海、造船技術日新月異的進步，使海上運輸方式發生了重大變革，特別是集裝箱運輸方式的出現和迅猛發展，《海牙規則》的內容已不適應新形勢發展的需要。尤其關于承運人的大量免責條款明顯偏袒船方利益，通貨膨脹的現實使100英鎊的賠償限額明顯過低等原因，到了50年代未，要求修改《海牙規則》的呼聲日漸強烈。 基于上述這種形勢，國際海事委員會于1959年在南斯拉夫的里吉卡舉行第二十四屆大會，會上決定成立小組委員會負責修改《海牙規則》。根據各國代表對修改《海牙規則》的建議，1963年小組委員會草擬了修改《海牙規則》的議定書草案，提交給1967年、1968年召開的海事法會議審議，經會議審議通過后，于1968年2月“日在比利時的布魯塞爾召開的、由53個國家或地區代表參加的第十二屆海洋法外交會議上通過，定名為《修改統一提單若干法律規定的國際公約議定書》，并簡稱為“1968年布魯塞爾議定書”(The 1968 Brusls Protocol)。由于該議定書草案在斯德哥爾摩討論期間，參加會議的成員到過哥特蘭島的維斯比城，為借用中世紀維斯比海法之名聲，故將該議定書稱為《維斯比規則》(VisbyRules)。經過議定書修訂后的《海牙規則》稱為《海牙――維斯比規則》(Hague-VisbyRules)。該議定書于1977年6月23日生效。 編輯本段

《維斯比規則》的主要內容

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《維斯比規則》共十七條，但只有前六條才是實質性的規定，對《海牙規則》的第三、四、九、十條進行了修改。其主要修改內容有:

擴大了規則的適用范圍

《海牙規則》的各條規定僅適用于締約國所簽發的提單。《維斯比規則》擴大了其適用范圍，其中的第五條第三款規定:? 在締約國簽發的提單;?貨物在一個締約國的港口起運;?提單載明或為提單所證明的合同規定，該合同受公約的各項規則或者使其生效的任何一個國家的立法所約束，不論承運人、托運人、收貨人或任何其他有關人員的國籍如何。該規定的意思只要提單或為提單所證明的運輸合同上有適用《維斯比規則》的規定，該提單或運輸合同就要受《維斯比規則》的約束。

明確了提單的證據效力 《海牙規則》第三條第四款規定，提單上載明的貨物主要標志、件數或重量和表面狀況應作為承運人按其上所載內容收到貨物的初步證據。至于提單轉讓至第三人的證據效力，未作進一步的規定。《維斯比規則》為了彌補上述的缺陷，在第一條第一款則補充規定:“??但是，當提單轉讓至善意的第三人時，與此相反的證據將不能接受。”這表明對于善意行事的提單受讓人來說，提單載明的內容具有最終證據效力。所謂“善意行事”是指提單受讓人在接受提單時并不知道裝運的貨物與提單的內容有何不符之處，而是出于善意完全相信提單記載的內容。這就是說，《維斯比規則》確立了一項在法律上禁止翻供的原則，即當提單背書轉讓給第三者后，該提單就是貨物已按上面記載的狀況裝船的最終證據。承運人不得借口在簽發清潔提單前貨物就已存在缺陷或包裝不當來對抗提單持有人。

這一補充規定，有利于進一步保護提單的流通與轉讓，也有利于維持提單受讓人或收貨人的合法權益。一旦收貨人發現貨物與提單記載不符，承運人只能負責賠償，不得提出任何抗辯的理由。

強調了承運人及其受雇人員的責任限制

海上貨物運輸合同當事人涉訟多因一方當事人的違約而引起。但在有些國家承認雙重訴訟的權利，即貨主在其貨物遭受損害時，可以以承運人違反運輸合同或以其侵權為由向承運人起訴。在貨主以侵權為由提出訴訟時，承運人便不能引用《海牙規則》中的免責和責任限制的規定。如果不能對此加以限制，運輸法規中的責任限制規定就形同虛設，為進一步強調承運人及其受雇人員享有該權利，《維斯比規則》第三條規定:“本公約規定的抗辯和責任限制，應適用于就運輸合同涉及的有關貨物的滅失或損壞對承運人提出的任何訴訟，不論該訴訟是以合同為根據還是以侵權行為為根據。”“如果訴訟是對承運人的受雇人員或代理人(該受雇人員或代理人不是獨立訂約人)提起的，該受雇人員或代理人也有權援引《海牙規則》規定的承運人的各項抗辯和責任限制。”“向承運人及其受雇人員或代理人索賠的數額，在任何情況下都不得超過本公約規定的賠償限額。”根據以上規定，使得合同之訴和侵權之訴處于相同的地位:承運人的受雇人員或代理人也享有責任限制的權利。英國法院在審理“喜馬拉雅”輪一案時，曾對承運人的受雇人員或代理人能否享受承運人所享受的權利作出否定的判決，認為承運人的受雇人員或代理人無權援引承運人與他人簽訂的合同中的條款。所以在此案后，承運人紛紛在提單上規定承運人的受雇人員或代理人可以援引承運人的免責或責任限制。人們稱這一條款為“喜馬拉雅條款”。顯然《維斯比規則》的這一規定有利于保護船東的利益。

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提高了承運人對貨物損害賠償的限額

《海牙規則》規定承運人對每件或每單位的貨物損失的賠償限額為100英鎊，而《維斯比規則》第二條則規定，每件或每單位的賠償限額提高到10000金法郎，同時還增加一項以受損貨物毛重為標準的計算方法，即每公斤為30金法郎，以兩者中較高者為準。采用的金法郎仍以金本位為基礎，目的在于防止日后法郎紙幣的貶值，一個金法郎是含金純度為900/1000的黃金65.5毫克的單位。一旦法郎貶值，仍以上述的黃金含量為計算基礎，在《威斯比規則》通過時，10000金法郎大約等于431英鎊，與《海牙規則》規定的100英鎊相比，這一賠償限額顯然是大大提高了。

這一規定不但提高了賠償限額，而且創造了一項新的雙重限額制度，不但維護了貨主的利益，而且這種制度也為以后《漢堡規則》和我國《海商法》所接受。

另外，該規則還規定了喪失賠償責任限制權利的條件，即如經證實損失是由于承運人蓄意造成，或者知道很可能會造成這一損害而毫不在意的行為或不行為所引起，則承運人無權享受責任限制的權利。

增加了“集裝箱條款” 《海牙規則》沒有關于集裝箱運輸的規定。《維斯比規則》增加“集裝箱條款”，以適應國際集裝箱運輸發展的需要。該規則第二條第三款規定:“如果貨物是用集裝箱、托盤或類似的裝運器具集裝時，則提單中所載明的裝在這種裝運器具中的包數或件數，應視為本款中所述的包或件數;如果不在提單上注明件數，則以整個集裝箱或托盤為一件計算。”該條款的意思是，如果提單上具體載明在集裝箱內的貨物包數或件數，計算責任限制的單位就按提單上所列的件數為準;否則，則將一個集裝箱或一個托盤視為一件貨物。

訴訟時效的延長

《海牙規則》規定，貨物滅失或損害的訴訟時效為一年，從交付貨物或應當交付貨物之日起算。《維斯比規則》第一條第二款、第三款則補充規定，訴訟事由發生后，只要雙方當事人同意，這一期限可以延長，明確了訴訟時效可經雙方當事人協議延長的規定。對于追償時效則規定，即使在規定的一年期滿之后，只要是在受法院法律準許期間之內，便可向第三方提起索賠訴訟。但是準許的時間自提起訴訟的人已經解決索賠案件，或向其本人送達起訴狀之日起算，不得少于三個月。

編輯本段

《維斯比規則》議定書

《維斯比規則》規定的承運人責任限制金額計算單位為法郎，并以黃金作為定值標準。由于黃金本身的價格是根據市場供求關系自由漲落的，所以以金法郎責任限制計算單位的實際價值也不能保持穩定。針對這一情況，1979年在布魯塞爾召開有37國代表出席的外交會議上，通過了修訂《海牙――維斯比規則》(Thel979Protocol to the

HagueRules)議定書。議定書將承運人責任限制的計算單位，由金法郎改為特別提款權(SpecialDrawingcenter，SDR)，按 15金法郎折合1SDR。議定書規定承運人的責任限制金額為每件或每單位666.67SDR，或按貨物毛重計算每公斤2SDR，兩者中以較高者

7

為準。但國內法規定不能使用特別提款權的締約國，仍可以金法郎作為計算單位，該議

定書于1984年4月開始生效。

特別提款權是國際貨幣基金組織于1969年創設的，作為國際儲備的貨幣單位。自

1981年1月1日起，特別提款權由5種世界上貿易出口額最高國家的貨幣，即美元、

德國馬克、日元、法國法郎和英鎊按每5年調整一次的比例構成。據基金會1990年10

月9日新聞公報，自1991年1月1日起，調整特別提款權構成比例為:美元40,，德

國馬克21,，日元17,，法國法郎11,，英鎊11,。此比例于1995年底以前不變。

特別提款權既為一種賬面資產，又為一種聯合貨幣，只是不在市場上流通、兌換。其價

格計算方法:首先將其構成中所含其他4種貨幣金額，按照當日倫敦外匯市場匯價分別

折算為等值美元，然后把所有美元值相加，即得出1單位特別提款權美元值。此特別提

款權價格由世界銀行逐日掛牌公布。

編輯本段 維斯比規則(英文版)

Hague-Visby Rules

Article I

Definitions

In the Rules the following expressions have the meanings hereby

assigned to them respectively, that is to say,

(a) "carrier" includes the owner or the charterer who enters into a

contract of carriage with a shipper;

(b) "contract of carriage" applies only to contracts of carriage

covered by a bill of lading or any similar document of title, in so far

as such document relates to the carriage of goods by water, including

any bill of lading or any similar document as aforesaid issued under or

pursuant to a charter-party from the moment at which such bill of lading

or similar document of title regulates the relations between a carrier

and a holder of the same;

(c) "goods" includes goods, wares, merchandi and articles of every

kind whatsoever, except live animals and cargo which by the contract of

carriage is stated as being carried on deck and is so carried;

(d) "ship" means any vesl ud for the carriage of goods by water;

(e) "carriage of goods" covers the period from the time when the

goods are loaded on to the time they are discharged from the ship.

Article II

Risks Subject to the provisions of Article VI, under every contract of

carriage of goods by water the carrier, in relation to the loading,

handling, stowage, carriage, custody, care and discharge of such goods,

shall be subject to the

8

responsibilities and liabilities and entitled to the rights and

immunities hereinafter t forth.

Article III

Responsibilities and Liabilities

1. The carrier shall be bound, before and at the beginning of the

voyage, to exerci due diligence to

(a) make the ship aworthy;

(b) properly man, equip and supply the ship;

(c) make the holds, refrigerating and cool chambers, and all other

parts of the ship in which goods are carried, fit and safe for their

reception, carriage and prervation.

2. Subject to the provisions of Article IV, the carrier shall

properly and carefully load, handle, stow, carry, keep, care for and

discharge the goods carried.

3. After receiving the goods into his charge, the carrier, or the

master or agent of the carrier, shall, on demand of the shipper, issue

to the shipper a bill of lading showing among other things

(a) the leading marks necessary for identification of the goods as

the same are furnished in writing by the shipper before the loading of such goods starts, provided such marks are stamped or otherwi shown

clearly upon the goods if uncovered, or on the cas or coverings in

which such goods are contained, in such a manner as should ordinarily

remain legible until the end of the voyage;

(b) either the number of packages or pieces, or the quantity, or

weight, as the ca may be, as furnished in writing by the shipper;

(c) the apparent order and condition of the goods:

Provided that no carrier, master or agent of the carrier shall be

bound to state or show in the bill of lading any marks, number, quantity,

or weight which he has reasonable ground for suspecting not accurately

to reprent the goods actually received or which he has had no

reasonable means of checking.

4. Such a bill of lading shall be prima facie evidence of the

receipt by the carrier of the goods as therein described in accordance

with paragraphs 3(a), (b) and (c).

However, proof to the contrary shall not be admissible when the bill

of lading has been transferred to a third party acting in good faith.

5. The shipper shall be deemed to have guaranteed to the carrier the

accuracy at the time of shipment of the marks, number, quantity and

weight, as furnished by him, and the shipper shall indemnify the carrier

against all loss, damages and expens arising or resulting from

inaccuracies in such particulars. The right of the carrier to such

indemnity shall in no way limit his responsibility

9 and liability under the contract of carriage to any person other

than the shipper.

6. Unless notice of loss or damage and the general nature of such

loss or damage be given in writing to the carrier or his agent at the

port of discharge before or at the time of the removal of the goods into

the custody of the person entitled to delivery thereof under the

contract of carriage, or, if the loss or damage be not apparent, within

three days, such removal shall be prima facie evidence of the delivery

by the carrier of the goods as described in the bill of lading.

The notice in writing need not be given if the state of the goods

has at the time of their receipt been the subject of joint survey or

inspection.

Subject to paragraph 6bis the carrier and the ship shall in any

event be discharged from all liability whatsoever in respect of the

goods, unless suit is brought within one year of their delivery or of

the date when they should have been delivered. This period may, however,

be extended if the parties so agree after the cau of action has arin.

In the ca of any actual or apprehended loss or damage the carrier

and the receiver shall give all reasonable facilities to each other for

inspecting and tallying the goods.

An action for indemnity against a third person may be brought

even after the expiration of the year provided for in the preceding

paragraph if brought within the time allowed by the law of the Court

ized of the ca. However, the time allowed shall be not less than three months, commencing from the day when the person bringing such

action for indemnity has ttled the claim or has been rved with

process in the action against himlf.

7. After the goods are loaded the bill of lading to be issued by the

carrier, master or agent of the carrier, to the shipper shall, if the

shipper so demands, be a "shipped" bill of lading, provided that if the

shipper shall have previously taken up any document of title to such

goods, he shall surrender the same as against the issue of the "shipped"

bill of lading, but at the option of the carrier such document of title

may be noted at the port of shipment by the carrier, master, or agent

with the name or names of the ship or ships upon which the goods have

been shipped and the date or dates of shipment, and when so noted the

same shall for the purpo of this Article be deemed to constitute a

"shipped" bill of lading.

8. Any clau, covenant or agreement in a contract of carriage

relieving the carrier or the ship from liability for loss or damage to

or in connection with goods arising from negligence, fault or failure in

the duties and obligations provided in this Article or lesning such

liability otherwi than as provided in the Rules, shall be null and

void and of no effect.

10

A benefit of insurance or similar clau shall be deemed to be a

clau relieving the carrier from liability.

Article IV Rights and Immunities

1. Neither the carrier nor the ship shall be liable for loss or

damage arising or resulting from unaworthiness unless caud by want

of due diligence on the part of the carrier to make the ship aworthy,

and to cure that the ship is properly manned, equipped and supplied,

and to make the holds, refrigerating and cool chambers and all other

parts of the ship in which goods are carried fit and safe for their

reception, carriage and prervation in accordance with the provisions

of paragraph 1 of Article III.

Whenever loss or damage has resulted from unaworthiness, the

burden of proving the exerci of due diligence shall be on the carrier

or other person claiming exemption under this article.

2. Neither the carrier nor the ship shall be responsible for loss or

damage arising or resulting from

(a) act, neglect, or default of the master, mariner, pilot or the

rvants of the carrier in the navigation or in the management of the

ship;

(b) fire, unless caud by the actual fault or privity of the

carrier;

(c) perils, dangers and accidents of the a or other navigable

waters;

(d) act of God;

(e) act of war;

(f) act of public enemies; (g) arrest or restraint of princes, rulers or people, or izure

under legal process;

(h) quarantine restrictions;

(i) act or omission of the shipper or owner of the goods, his agent

or reprentative;

(j) strikes or lock-outs or stoppage or restraint of labour from

whatever cau, whether partial or general;

(k) riots and civil commotions;

(l) saving or attempting to save life or property at a;

(m) wastage in bulk or weight or any other loss or damage arising

from inherent defect, quality or vice of the goods;

(n) insufficiency of packing;

(o) insufficiency or inadequacy of marks;

(p) latent defects not discoverable by due diligence;

(q) any other cau arising without the actual fault and privity of

the carrier, or without the fault or neglect of the agents or rvants

of the carrier, but the burden of proof shall be on the person claiming

the benefit of this

11

exception to show that neither the actual fault or privity of the

carrier nor the fault or neglect of the agents or rvants of the

carrier contributed to the loss or damage. 3. The shipper shall not be responsible for loss or damage sustained

by the carrier or the ship arising or resulting from any cau without

the act, fault or neglect of the shipper, his agents or his rvants.

4. Any deviation in saving or attempting to save life or property at

a or any reasonable deviation shall not be deemed to be an

infringement or breach of the Rules or of the contract of carriage,

and the carrier shall not be liable for any loss or damage resulting

therefrom.

5. (a) Unless the nature and value of such goods have been declared

by the shipper before shipment and inrted in the bill of lading,

neither the carrier nor the ship shall in any event be or become liable

for any loss or damage to or in connection with the goods in an amount

exceeding 666.67 units of account per package or unit or 2 units of

account per kilogramme of gross weight of the goods lost or damaged,

whichever is the higher.

(b) The total amount recoverable shall be calculated by reference to

the value of such goods at the place and time at which the goods are

discharged from the ship in accordance with the contract or should have

been so discharged.

The value of the goods shall be fixed according to the commodity

exchange price, or, if there be no such price, according to the current

market price, or, if there be no commodity exchange price or current

market price, by reference to the normal value of goods of the same kind

and quality. (c) Where a container, pallet or similar article of transport is

ud to consolidate goods, the number of packages or units enumerated in

the bill of lading as packed in such article of transport shall be

deemed the number of packages or units for the purpo of this paragraph

as far as the packages or units are concerned. Except as aforesaid

such article of transport shall be considered the package or unit.

(d) The unit of account mentioned in this Article is the Special

Drawing Right as defined by the International Monetary Fund. The amounts

mentioned in sub-paragraph (a) of this paragraph shall be converted into

national currency on the basis of the value of that currency on the date

to be determined by the law of the Court ized of the ca. The value

of the national currency, in terms of the Special Drawing Right, of a

State which is a member of the International Monetary Fund, shall be

calculated in accordance with the method of valuation applied by the

International Monetary Fund in effect at the date in question for its

operations and transactions. The value of the national currency, in

terms of the Special Drawing Right, of a State which is not a member of

the

12

International Monetary Fund, shall be calculated in a manner

determined by that State.

Nevertheless, a State which is not a member of the International

Monetary Fund and who law does not permit the application of the

provisions of the preceding ntences may, at the time of ratification of the Protocol of 1979 or accession thereto or at any time thereafter,

declare that the limits of liability provided for in this Convention to

be applied in its territory shall be fixed as follows:

(i) in respect of the amount of 666.67 units of account mentioned in

sub-paragraph (a) of paragraph 5 of this Article, 10,000 monetary units;

(ii) in respect of the amount of 2 units of account mentioned in

sub-paragraph (a) of paragraph 5 of this Article, 30 monetary units.

The monetary unit referred to in the preceding ntence corresponds

to 65.5 milligrammes of gold of millesimal fineness 900. The conversion

of the amounts specified in that ntence into the national currency

shall be made according to the law of the State concerned. The

calculation and the conversion mentioned in the preceding ntences

shall be made in such a manner as to express in the national currency of

that State as far as possible the same real value for the amounts in

sub-paragraph (a) of paragraph 5 of this Article as is expresd there

in units of account.

States shall communicate to the depositary the manner of calculation

or the result of the conversion as the ca may be, when depositing an

instrument of ratification of the Protocol of 1979 or of accession

thereto and whenever there is a change in either.

(e) Neither the carrier nor the ship shall be entitled to the

benefit of the limitation of liability provided for in this paragraph if

it is proved that the damage resulted from an act or omission of the carrier done with intent to cau damage, or recklessly and with

knowledge that damage would probably result.

(f) The declaration mentioned in sub-paragraph (a) of this paragraph,

if embodied in the bill of lading, shall be prima facie evidence, but

shall not be binding or conclusive on the carrier.

(g) By agreement between the carrier, master or agent of the carrier

and the shipper other maximum amounts than tho mentioned in sub-paragraph (a) of this paragraph may be fixed, provided that no maximum

amount so fixed shall be less than the appropriate maximum mentioned in

that sub-paragraph.

(h) Neither the carrier nor the ship shall be responsible in any

event for loss or damage to, or in connection with, goods if the nature

or value thereof has been knowingly mis-stated by the shipper in the

bill of lading.

13

6. Goods of an inflammable, explosive or dangerous nature to the

shipment whereof the carrier, master or agent of the carrier has not

connted, with knowledge of their nature and character, may at any time

before discharge be landed at any place or destroyed or rendered

innocuous by the carrier without compensation, and the shipper of such

goods shall be liable for all damages and expens directly or

indirectly arising out of or resulting from such shipment.

If any such goods shipped with such knowledge and connt shall

become a danger to the ship or cargo, they may in like manner be landed at any place or destroyed or rendered innocuous by the carrier without

liability on the part of the carrier except to general average, if any.

Article IVbis

Application of Defences and Limits of Liability

1. The defences and limits of liability provided for in the Rules

shall apply in any action against the carrier in respect of loss or

damage to goods covered by a contract of carriage whether the action be

founded in contract or in tort.

2. If such an action is brought against a rvant or agent of the

carrier (such rvant or agent not being an independent contractor),

such rvant or agent shall be entitled to avail himlf of the defences

and limits of liability which the carrier is entitled to invoke under

the Rules.

3. The aggregate of the amounts recoverable from the carrier, and

such rvants and agents, shall in no ca exceed the limit provided for

in the Rules.

4. Nevertheless, a rvant or agent of the carrier shall not be

entitled to avail himlf of the provisions of this Article, if it is

proved that the damage resulted from an act or omission of the rvant

or agent done with intent to cau damage or recklessly and with

knowledge that damage would probably result.

Article V

Surrender of Rights and Immunities, and Increa of Responsibilities

and Liabilities A carrier shall be at liberty to surrender in whole or in part all

or any of his rights and immunities or to increa any of his

responsibilities and liabilities under the Rules contained in any of

the Articles, provided such surrender or increa shall be embodied in

the bill of lading issued to the shipper.

The provisions of the Rules shall not be applicable to charter-parties, but if bills of lading are issued in the ca of a ship under a

charter-party they shall comply with the terms of the Rules. Nothing

in the Rules shall

14

be held to prevent the inrtion in a bill of lading of any lawful

provision regarding general average.

Article VI

Special Conditions

Notwithstanding the provisions of the preceding Articles, a carrier,

master or agent of the carrier and a shipper shall in regard to any

particular goods be at liberty to enter into any agreement in any terms

as to the responsibility and liability of the carrier for such goods,

and as to the rights and immunities of the carrier in respect of such

goods, or his obligation as to aworthiness, so far as this stipulation

is not contrary to public policy, or the care or diligence of his

rvants or agents in regard to the loading, handling, stowage, carriage,

custody, care and discharge of the goods carried by water, provided that

in this ca no bill of lading has been or shall be issued and that the terms agreed shall be embodied in a receipt which shall be a non-negotiable document and shall be marked as such.

Any agreement so entered into shall have full legal effect.

Provided that this Article shall not apply to ordinary commercial

shipments made in the ordinary cour of trade, but only to other

shipments where the character or condition of the property to be carried

or the circumstances, terms and conditions under which the carriage is

to be performed are such as reasonably to justify a special agreement.

Article VII

Limitations on the Application of the Rules

Nothing herein contained shall prevent a carrier or a shipper from

entering into any agreement, stipulation, condition, rervation or

exemption as to the responsibility and liability of the carrier or the

ship for the loss or damage to, or in connection with the custody and

care and handling of goods prior to the loading on and subquent to the

discharge from the ship on which the goods are carried by water.

Article VIII

Limitation of Liability

The provisions of the Rules shall not affect the rights and

obligations of the carrier under any statute for the time being in force

relating to the limitation of the liability of owners of vesls.

Article IX

Liability for Nuclear Damage The Rules shall not affect the provisions of any international

Convention or national law governing liability for nuclear damage.

Article X

Application

15

The provisions of the Rules shall apply to every bill of lading

relating to the carriage of goods between ports in two different States

if:

(a) the bill of lading is issued in a Contracting State, or

(b) the carriage is from a port in a Contracting State, or

(c) the contract contained in or evidenced by the bill of lading

provides that the Rules or legislation of any State giving effect to

them are to govern the contract,

whatever may be the nationality of the ship, the carrier, the

shipper, the consignee, or any other interested person.

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17

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