海牙-維斯比規則(中+英)

2023年12月11日發(作者：春風又綠江南岸全紅)

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統一提單的若干法律規則的國際公約

（1924年8月22日訂于布魯塞爾，1924年8月25日頒布，1942年8月25日實施）

《海牙規則》

第一條

本公約所用下列各詞，涵義如下:

(a) “承運人”包括與托運人訂有運輸合同的船舶所有人或租船人。

(b) “運輸合同”僅適用于以提單或任何類似的物權憑證進行有關海上貨物運輸的合同；在租船合同下或根據租船合同所簽發的提單或任何物權憑證，在它們成為制約承運人與憑證持有人之間的關系準則時，也包括在內。

(c) “貨物”包括貨物、制品、商品和任何種類的物品，但活牲畜以及在運輸合同上載明裝載于艙面上并且已經這樣裝運的貨物除外。

(d) “船舶”是指用于海上貨物運輸的任何船舶。

(e) “貨物運輸”是指自貨物裝上船時起，至卸下船時止的一段期間。

第二條 除遵照第六條規定外，每個海上貨物運輸合同的承運人，對有關貨物的裝載、搬運、積載、運送、保管、照料和卸載，都應按照下列規定承擔責任和義務，并享受權利和豁免。

第三條

1．承運人須在開航前和開航時謹慎處理：

(a) 使船舶適航；

(b) 適當地配備船員、裝備船舶和供應船舶；

(c) 使貨艙、冷藏艙和該船其他載貨處所能適宜和安全地收受、運送和保管貨物。

2．除遵照第四條規定外，承運人應適當和謹慎地裝卸、搬運、積載、運送、保管、照料和卸載所運貨物。

3．承運人或船長或承運人的代理人在收受貨物歸其照管后，經托運人的請求，應向托運人簽發提單，其上載明下列各項：

(a) 與開始裝貨前由托運人書面提供者相同的、為辨認貨物所需的主要標志，如果這項標志是以印戳或其他方式標示在不帶包裝的貨物上，或在其中裝有貨物的箱子或包裝物上，該項標志通常應在航程終了時仍能保持清晰可認。

(b) 托運人用書面提供的包數或件數，或數量，或重量。

(c) 貨物的表面狀況。 但是，承運人、船長或承運人的代理人，不一定必須將任何貨物的標志、號碼、數量或重量表明或標示在提單上，如果他有合理根據懷疑提單不能正確代表實際收到的貨物，或無適當方法進行核對的話。

4．依照第3款(a)、(b)、(c)項所載內容的這樣一張提單，應作為承運人收到該提單中所載貨物的初步證據。

5．托運人應被視為已在裝船時向承運人保證，由他提供的標志、件數、數量和重量均正確無誤；并應賠償給承運人由于這些項目不正確所引起或導致的一切滅失、損壞和費用。承運人的這種賠償權利，并不減輕其根據運輸合同對托運人以外的任何人所承擔的責任和義務。

6．在將貨物移交給根據運輸合同有權收貨的人之前或當時，除非在卸貨港將貨物的滅失和損害的一般情況，已用書面通知承運人或其代理人，則這種移交應作為承運人已按照提單規定交付貨物的初步證據。

如果滅失或損壞不明顯，則這種通知應于交付貨物之日起的三天內提交。

如果貨物狀況在收受時已經進行聯合檢驗或檢查，就無須再提交書面通知。

除非從貨物交付之日或應交付之日起一年內提出訴訟，承運人和船舶在任何情況下都免除對滅失或損害所負的一切責任。

遇有任何實際的或推定的滅失或損害，承運人與收貨人必須為檢驗和清點貨物相互給予一切合理便利。 7．貨物裝船后，如果托運人要求，簽發“已裝船”提單，承運人、船長或承運人的代理人簽發給托運人的提單，應為“已裝船”提單，如果托運人事先已取得這種貨物的物權單據，應交還這種單據，換取“已裝船”提單。但是，也可以根據承運人的決定，在裝貨港由承運人、船長或其代理人在上述物權單據上注明裝貨船名和裝船日期。經過這樣注明的上述單據，如果載有第三條第3款所指項目，即應成為本條所指的“已裝船”提單。

8．運輸合同中的任何條款、約定或協議，凡是解除承運人或船舶對由于疏忽、過失或未履行本條規定的責任和義務，因而引起貨物或關于貨物的滅失或損害的責任的，或以下同于本公約的規定減輕這種責任的，則一律無效。有利于承運人的保險利益或類似的條款，應視為屬于免除承運人責任的條款。

第四條

1．不論承運人或船舶，對于因不適航所引起的滅失或損壞，都不負責，除非造成的原因是由于承運人未按第三條第1款的規定，克盡職責；使船舶適航；保證適當地配備船員、裝備和供應該船，以及使貨艙、冷藏艙和該船的其它裝貨處所能適宜并安全地收受、運送和保管貨物。凡由于船舶不適航所引起的滅失和損害，對于已克盡職責的舉證責任，應由根據本條規定要求免責的承運人或其他人承擔。

2．不論承運人或船舶，對由于下列原因引起或造成的滅失或損壞，都不負責：

(a) 船長、船員、引水員或承運人的雇傭人員，在駕駛船舶或管理船舶中的行為、疏忽或不履行義務； (b) 火災，但由于承運人的實際過失或私謀所引起的除外；

(c) 海上或其它可航水域的災難、危險和意外事故；

(d) 天災；

(e) 戰爭行為；

(f) 公敵行為；

(g) 君主、當權者或人民的扣留或管制，或依法扣押；

(h) 檢疫限制；

(i) 托運人或貨主、其代理人或代表的行為或不行為；

(j) 不論由于任何原因所引起的局部或全面罷工、關廠停止或限制工作；

(k) 暴動和騷亂；

(l) 救助或企圖救助海上人命或財產；

(m) 由于貨物的固有缺點、質量或缺陷引起的體積或重量虧損，或任何其它滅失或損壞；

(n) 包裝不充分；

(o) 標志不清或不當；

(p) 雖克盡職責亦不能發現的潛在缺點； (q) 非由于承運人的實際過失或私謀，或者承運人的代理人，或雇傭人員的過失或疏忽所引起的其它任何原因；但是要求引用這條免責利益的人應負責舉證，證明有關的滅失或損壞既非由于承運人的實際過失或私謀，亦非承運人的代理人或雇傭人員的過失或疏忽所造成；

3. 對于任何非因托運人、托運人的代理人或其雇傭人員的行為、過失或疏忽所引起的使承運人或船舶遭受的滅失或損壞，托運人不負責任。

4. 為救助或企圖救助海上人命或財產而發生的繞航，或任何合理繞航，都不能作為破壞或違反本公約或運輸合同的行為；承運人對由此而引起的任何滅失或損害，都不負責。

5. 承運人或是船舶，在任何情況下對貨物或與貨物有關的滅失或損害，每件或每計費單位超過一百英鎊或與其等值的其他貨幣的部分，都不負責；但托運人于裝貨前已就該項貨物的性質和價值提出聲明，并已在提單中注明的，不在此限。

該項聲明如經載入提單，即作為初步證據，但它對承運人并不具有約束力或最終效力。

經承運人、船長或承運人的代理人與托運人雙方協議，可規定不同于本款規定的另一最高限額，但該最高限額不得低于上述數額。

如承運人在提單中，故意謊報貨物性質或價值，則在任何情況下，承運人或是船舶，對貨物或與貨物有關的滅失或損害，都不負責。 6．承運人、船長或承運人的代理人對于事先不知性質而裝載的具有易燃、爆炸或危險性的貨物，可在卸貨前的任何時候將其卸在任何地點，或將其銷毀，或使之無害，而不予賠償；該項貨物的托運人，應對由于裝載該項貨物而直接或間接引起的一切損害或費用負責。如果承運人知道該項貨物的性質，并已同意裝載，則在該項貨物對船舶或貨載發生危險時，亦得同樣將該項貨物卸在任何地點，或將其銷毀，或使之無害，而不負賠償責任，但如發生共同海損不在此限。

第五條

承運人可以自由地全部或部分放棄本公約中所規定的他的權利和豁免，或增加他所應承擔的任何一項責任和義務。但是這種放棄或增加，須在簽發給托運人的提單上注明。

本公約的規定，不適用于租船合同，但如果提單是根據租船合同簽發的，則上述提單應符合本公約的規定。本公約中的任何規定，都不得妨礙在提單中加注有關共同海損的任何合法條款。

第六條

雖有前述各條規定，只要不違反公共秩序，承運人、船長或承運人的代理人得與托運人就承運人對任何特定貨物應負的責任和應盡的義務，及其所享受的權利與豁免，或船舶適航的責任等，以任何條件，自由地訂立任何協議。或就承運人雇傭人員或代理人在海運貨物的裝載、搬運、積載、運送、保管、照料和卸載方面應注意及謹慎的事項，自由訂立任何協議。但在這種情況下，必須是未曾簽發或將不簽發提單，而且應將上述協議的條款載入不得轉讓并注明這種字樣的單證內。

這樣訂立的任何協議，都具有完全的法律效力。

但本條規定不適用于依照普通貿易程序成交的一般商業貨運，而僅在擬裝運的財物的性質和狀況，或據以進行運輸的環境、條款和條件，有訂立特別協議的合理需要時，才能適用。

第七條

本條約中的任何規定，都不妨礙承運人或托運人就承運人或船舶對海運船舶所載貨物于裝船以前或卸船以后所受滅失或損害，或與貨物的保管、照料和搬運有關的滅失或損害所應承擔的責任與義務，訂立任何協議、規定、條件、保留或免責條款。

第八條

本公約各條規定，都不影響有關海運船舶所有人責任限制的任何現行法令所規定的承運人的權利和義務。

第九條

本公約所提到的貨幣單位為金價。

凡締約國中不以英鎊作為貨幣單位的，得保留其將本公約所指的英鎊數額以四舍五入的方式折合為本國貨幣的權利。 各國法律可以為債務人保留按船舶抵達卸貨港之日通知的兌換率，以本國貨幣償清其有關貨物的債務的權利。

第十條

本公約和各項規定，適用于在任何締約國所簽發的一切提單。

第十一條

自本公約簽字之日起不超過二年的期限內，比利時政府應與已聲明擬批準本公約的締約國保持聯系，以便決定是否使本公約生效。批準書應于各締約國協商確定的日期交存于布魯塞爾。首次交存的批準書應載入由參加國代表及比利時外交部長簽署的議定書內。

以后交存的批準書，應以書面通知送交比利時政府，并隨附批準文件。

比利時政府，應立即將有關記載首次交存批準書的議定書和上段所指的通知，隨附批準書等的核證無誤的副本，通過外交途徑送交已簽署本公約或已加入本公約的國家。在上段所指情況下，比利時政府應于收到通知的同時，知照各國。

第十二條

凡未簽署本公約的國家，不論是否已出席在布魯塞爾召開的國際會議，都可以加入本公約。

擬加入本公約的國家，應將其意圖用書面通知比利時政府，并送交其加入的文件，該項文件應存放在比利時政府檔案庫。 比利時政府應立即將加入本公約通知書的核證無誤的副本，分送已簽署本公約或已加入本公約的國家，并注明它收到上述通知的日期。

第十三條

締約國的簽署、批準或加入本公約時，可以聲明其接受本公約并不包括其任何或全部自治領或殖民地、海外屬地、保護國或在其主權或權力管轄下的地域；并且可以在此后代表這些聲明中未包括的任何自治領或殖民地、海外屬地、保護國或地域將分別加入本公約。各締約國還可以根據本公約的規定，代表其任何自治領或殖民地、海外屬地、保護國或其主權或權力管轄下的地域將分別聲明退出本公約。

第十四條

本公約在首批交存批準書的各國之間，于議定書記載此項交存之日起一年后開始生效。此后批準或加入本公約的各國或根據第十三條規定使公約生效的各國，于此比利時政府收到第十一條第2款及第十二條第2段所指的通知六個月后生效。

第十五條

如有締約國欲退出本公約，應用書面通知比利時政府，比利時政府立即將核證無誤的通知副本分送其他國家，并注明其收到上述通知的日期。

這種退出只對提出通知的國家有效，生效日期從上述通知送達比利時政府之日起一年以后開始。 第十六條

任何一個締約國都有權就考慮修改本公約事項，請求召開新的會議。

欲行使此項權利的國家，應通過比利時政府將其意圖通知其他國家，由比利時政府安排召開會議事宜。

一九二四年八月二十五日訂于布魯塞爾，計一份。

海牙--維斯比規則（Visby Rules）

各締約國考慮到修改一九二四年八月二十五日在布魯塞爾簽訂的關于《統一提單的若干法律規則的國際公約》的需要，協議如下：

第一條

１．在第三條第４款中應增加：“但是，當提單已經轉給善意行事的第三者時，與此相反的證據不予接受。”

２．在第三條第６款中的第４段應改為：“遵照第６款（修改本）的規定，除非從貨物交付之日或應交付之日起一年內提出訴訟，承運人和船舶在任何情況下都免除對于貨物的任何責任。但是，訴訟事由提出后，如經當事方同意，該期限可以延長”。

３．在第三條的第６款后應增加下列條文作為第６款（修改本）：“即使在前款規定的年限期滿后，如果在受理該案的法院的法律準許的時間內，仍可以對第三者提出賠償訴訟。但是，準許的時間不得少于三個月，自提出這種賠償訴訟的人已經解決了對他本人的索賠或者從起訴傳票送達他本人之日起算。”

第二條

第四條的第５款應予刪去，并改為下列規定： “（ａ）除非在裝貨前，托運人已聲明該貨物的性質和價值，并載入提單，否則，在任何情況下，承運人或船舶對貨物所遭受的或有關的任何滅失或損害，每件或每單位的金額超過１０．０００法郎的部分，或按滅失或損害的貨物每公斤毛重超達３０法郎的部分，均不負責任，兩者以較高的金額為準。

“（ｂ）全部賠償金額應參照貨物根據契約從船上卸下或應卸下的當地當時的價值計算。

貨物價值應按照商品交易所價格確定，或者如無此種價格時，則按現行市場價格確定，或者如既無商品交易所價格又無現行市場價格時，則參照同類同質貨物的正常價值確定。

“（ｃ）如果貨物是用集裝箱、托盤或類似的裝運器具拼裝時，提單中所載明的、裝在這種裝運器具中的件數或單位數，應視為就本款所指的件數或單位數；除上述情況外，應視為此種裝運器具即是件或單位。

“（ｄ）一個法郎是指一個含有純度為千分之九百的黃金六十五點五毫克的單位。載決的賠償數額兌換成國家貨幣的日期，應由受理該案法院的法律規定。

“（ｅ）如經證實損失是由于承運人蓄意造成損失而作出的行為或不行為或明知可能會產生損失但仍不顧后果而作出的行為或不行為產生的，則承運人或船舶無權享受本款所規定的責任限制的利益。

“（ｆ）本款（ａ）項所提到的聲明，如載入提單時，應作為初步證據，但對承運人不具有約束力或最終效力。 “（ｇ）承運人、船長或承運人的代理人和托運人之間的協議，可以規定高于本款（ａ）項規定的另外最高金額，但這樣規定的最高金額不得低于（ａ）項所列的最高金額。

“（ｈ）如托運人在提單中，故意謊報貨物性質或價值，則在任何情況下，承運人或船舶對貨物或與貨物有關的滅失或損害概不負責任”。

第三條

在本公約的第四條和第五條之間應插入以下條文作為第四條（修改本）：

“１．本公約規定的抗辯和責任限制，應適用于就運輸合同所涉及的有關貨物的滅失或損害對承運人所提起的任何訴訟，不論該訴訟是以合同為根據還是以侵權行為為根據。

“２．如果這種訴訟是對承運人的雇傭人員或代理人（而該雇傭人員或代理人不是獨立的締約人）提出的，則該雇傭人員或代理人適用按照本公約承運人所可援引的各項答辯和責任限制。

“３．從承運人及其雇傭人員和代理人得到的賠償總額，在任何情況下都不得超過本公約規定的限制。

“４．但是，如經證實，損失是由于該雇傭人員或代理人蓄意造成損失而作出的行為或不行為，或明知可能會產生損失，但仍不在意而作出的行為或不行為產生的，則該承運人的雇傭人員或代理人不得適用本條的各項規定”。 第四條

本公約的第九條應改為下列規定：

“本公約不應影響任何國際公約或國內法有關對核能損害責任的各項規定”。

第五條

本公約的第十條應改為下列規定：

“本公約各項規定應適用于兩個不同國家的港口之間有關的貨物運輸的每一份提單，如果：

“（ａ）提單在一個締約國簽發，或

（ｂ）從一個締約國的港口起運，或

（ｃ）提單載有的或由提單證明的契約的規定，該契約應受本公約的各項規則約束或應受本公約生效的任何國家的立法約束，不論船舶、承運人、托運人、收貨人或任何其他有關人的國籍如何。

“每個締約國應將本公約的各項規定適用于上述提單。

“本條不應妨礙締約國將本公約的各項規定適用于不包括在前款中的提單”。

第六條 在本議定書的各締約國之間，本公約與議定書應作為一個文件，結合起來閱讀和解釋。

本議定書的各締約國沒有義務將本議定書的各項規定適用于雖為本公約締約國、但不是本議定書締約國所簽發的提單。

第七條

在本議定書的各締約國之間，任何一國按公約第十五條規定退出本公約，不能解釋為退出經本議定書修訂的本公約。

第八條

兩個或兩個以上締約國就本公約的解釋和適用發生爭議，而未能通過協商解決時，應根據其中一方的請求提交仲裁。如在提請仲裁之日起六個月內，各方不能對促裁的組成取得一致意見時，則其中任何一方可以按照國際法庭條例將糾紛提交國際法庭。

第九條

１．每一締約國在簽字或批準本議定書或加入本議定書時，可以聲明不受本議定書第八條的約束。其他締約國對作出這一保留的任何締約國之間的關系上應不受該條的約束。

２．根據第１款，作出保留的任何締約國可在任何時候通知比利時政府撤銷此保留。 第十條

本議定書對批準本公約的，或在一九六八年二月二十三日前加入本公約的，以及出席海上法外交會議第十二次會議（一九六七--一九六八年）的任何國家開放以供簽字。

第十一條

１．本議定書須經批準。

２．任何非本公約締約國的國家所提交的本議定書的批準書，具有加入本公約的效力。

３．批準的文件應交存比利時政府。

第十二條

１．未出席海上法外交會議第十二次會議的聯合國成員國或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．加入的文件應交存比利時政府。

第十三條

１．在收到十份批準書或加入文件之日后三個月，本議定書生效，但其中至少應有五個交存批準書的國家是各擁有相當于或超過一百萬總噸船舶的國家。 ２．按照本條第１款規定，交存使本議定書生效所需的批準或加入文件之日以后的批準或加入本議定書的每一個國家，本議定書在其交存批準或加入文件之后三個月生效。

第十四條

１．任何締約國可以通知比利時政府退出本議定書。

２．此項退出通知具有退出本公約的效力。

３．此項退出通知在比利時政府收到該通知之日后一年生效。

第十五條

１．任何締約國在簽署、批準或加入本議定書時，或在此后的任何時候，可用書面通知比利時政府，聲明在該國的主權管轄下的地域或在由該國負責其國際關系的地域中，哪些地域適用本議定書。

在比利時政府收到該通知之日后三個月，本議定書的適用范圍即擴大到通知書所列明的地域，但在本議定書對該締約國生效之日以前則不適用。

２．如果這些地域尚未適用本公約，則此種擴大也適用于本公約。

３．根據本條第１款作出聲明的任何締約國，可在此后的任何時候通知比利時政府，聲明本議定書停止擴大適用到該地域。此項退出應在比利時政府收到退出通知之日后一年生效；此項退出也應適用本公約。

第十六條 各締約國可以采用下述方法使本議定書生效：賦以法律效力，或以適合于國內立法的形式在國內立法中訂入本議定書所采用的各種規則。

第十七條

比利時政府應將下列事項通知出席海上法外交會議第十二次會議（一九六七-一九六八年）的各國，本議定書各加入國及本公約的各締約國：

１．根據第十條、第十一條和第十二條所收到的簽署、批準和加入的文件；

２．根據第十三條，本議定書將生效的日期；

３．根據第十五條，關于適用地域的通知；

４．根據第十四條所收到的退出通知。

下列全權代表，經正式授權，已在本議定書上簽字，以資證明。

一九六八年二月二十三日訂于布魯塞爾，共一份，每份都用法文和英文寫成，兩種文本具有同等效力。本議定書交存于比利時政府檔案庫，并由比利時政府分發核證無誤的本議定書副本。

INTERNATIONAL CONVENTION FOR THE UNIFICATION OF

CERTAIN RULES OF LAW RELATING TO BILLS OF LADING

(“HAGUE RULES”), AND PROTOCOL OF SIGNATURE

(Brusls, 25 August 1924)

The President of the German Republic, the President of the Argentine

Republic, His Majesty the King of the Belgians, the President of the

Republic of Chile, the President of the Republic of Cuba, His Majesty the

King of Denmark and Iceland, His Majesty the King of Spain, the Head of

the Estonian State, the President of the United States of America, the

President of the Republic of Finland, the President of the French Republic,

His Majesty the King of the United Kingdom of Great Britain and Ireland

and of the British Dominions beyond the Seas, Emperor of India, His

Most Supreme Highness the Governor of the Kingdom of Hungary, His

Majesty the King of Italy, His Majesty the Emperor of Japan, the President

of the Latvian Republic, the President of the Republic of Mexico, His

Majesty the King of Norway, Her Majesty the Queen of the Netherlands,

the President of the Republic of Peru, the President of the Polish

Republic, the President of the Portugue Republic, His Majesty the King

of Romania, His Majesty the King of the Serbs, Croats and Slovenes, His Majesty the King of Sweden, and the President of the Republic of

Uruguay,

HAVING RECOGNIZED the utility of fixing by agreement certain uniform

rules of law relating to bills of lading,

HAVE DECIDED to conclude a convention with this object and have

appointed the following Plenipotentiaries:

WHO, duly authorized thereto, have agreed as follows:

Article 1

In this Convention the following words are employed with the meanings

t out below:

(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 a, 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 in stated as being carried on deck and is so carried.

(d) "Ship" means any vesl ud for the carriage of goods by a.

(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 2

Subject to the provisions of Article 6, under every contract of carriage of

goods by a the carrier, in relation to the loading, handling, stowage,

carriage, custody, care and discharge of such goods, shall be subject to

the responsibilities and liabilities, and entitled to the rights and

immunities hereinafter t forth.

Article 3

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

voyage to exerci due diligence t

(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 4, 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

paragraph 3(a), (b) and (c).

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 indemnity 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 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.

If the loss or damage is not apparent, the notice must be given within

three days of the delivery of the goods.

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.

In any event the carrier and the ship shall be discharged from all liability

in respect of loss or damage unless suit is brought within one year after

delivery of the goods or the date when the goods should have been

delivered.

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.

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, if it

shows the particulars mentioned in paragraph 3 of Article 3, 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

connexion 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 this Convention, shall be null and void and

of no effect. A benefit of insurance in favour of the carrier or similar

clau shall be deemed to be a clau relieving the carrier from liability.

Article 4

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 3. 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 or 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 lockouts 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 or privity of the

carrier, or without the actual 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 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 this Convention or of the contract of carriage, and the

carrier shall not be liable for any loss or damage resulting therefrom.

5. Neither the carrier nor the ship shall in any event be or become

liable for any loss or damage to or in connexion with goods in an amount

exceeding 100 pounds sterling per package or unit, or the equivalent of

that sum in other currency unless the nature and value of such goods

have been declared by the shipper before shipment and inrted in the

bill of lading.

This declaration if embodied in the bill of lading shall be

prima facie

evidence, but shall not be binding or conclusive on the carrier.

By agreement between the carrier, master or agent of the carrier and the

shipper another maximum amount than that mentioned in this

paragraph may be fixed, provided that such maximum shall not be less

than the figure above named.

Neither the carrier nor the ship shall be responsible in any event for loss

or damage to, or in connexion with, goods if the nature or value thereof

has been knowingly misstated by the shipper in the bill of lading. 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 damage 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 5

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

obligations under this Convention, provided such surrender or increa

shall be embodied in the bill of lading issued to the shipper.

The provisions of this Convention 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 this Convention.

Nothing in the rules shall be held to prevent the inrtion in a bill of

lading of any lawful provision regarding general average. Article 6

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 a, 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 7 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 connexion 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 a.

Article 8

The provisions of this Convention 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 a-going vesls.

Article 9

The monetary units mentioned in this Convention are to be taken to be

gold value.

Tho contracting States in which the pound sterling is not a monetary

unit rerve to themlves the right of translating the sums indicated in

this Convention in terms of pound sterling into terms of their own

monetary system in round figures.

The national laws may rerve to the debtor the right of discharging his

debt in national currency according to the rate of exchange prevailing on the day of the arrival of the ship at the port of discharge of the goods

concerned.

Article 10

The provisions of this Convention shall apply to all bills of lading issued

in any of the contracting States.

Article 11

After an interval of not more than two years from the day on which the

Convention is signed, the Belgian Government shall place itlf in

communication with the Governments of the High Contracting Parties

which have declared themlves prepared to ratify the Convention, with

a view to deciding whether it shall be put into force. The ratifications

shall be deposited at Brusls at a date to be fixed by agreement among

the said Governments. The first deposit of ratifications shall be recorded

in a

procès-verbal signed by the reprentatives of the Powers which

take part therein and by the Belgian Minister of Foreign Affairs.

The subquent deposit of ratifications shall be made by means of a

written notification, addresd to the Belgian Government and

accompanied by the instrument of ratification. A duly certified copy of the

procès-verbal relating to the first deposit of

ratifications, of the notifications referred to in the previous paragraph,

and also of the instruments of ratification accompanying them, shall be

immediately nt by the Belgian Government through the diplomatic

channel to the Powers who have signed this Convention or who have

acceded to it. In the cas contemplated in the preceding paragraph, the

said Government shall inform them at the same time of the date on

which it received the notification.

Article 12

Non-signatory States may accede to the prent Convention whether or

not they have been reprented at the International Conference at

Brusls.

A State which desires to accede shall notify its intention in writing to the

Belgian Government, forwarding to it the document of accession, which

shall be deposited in the archives of the said Government.

The Belgian Government shall immediately forward to all the States

which have signed or acceded to the Convention a duly certified copy of

the notification and of the act of accession, mentioning the date on

which it received the notification.

Article 13 The High Contracting Parties may at the time of signature, ratification or

accession declare that their acceptance of the prent Convention does

not include any or all of the lf-governing dominions, or of the colonies,

overas posssions, protectorates or territories under their sovereignty

or authority, and they may subquently accede parately on behalf of

any lf-governing dominion, colony, overas posssion, protectorate

or territory excluded in their declaration. They may also denounce the

Convention parately in accordance with its provisions in respect of any

lf-governing dominion, or any colony, overas posssion,

protectorate or territory under their sovereignty or authority.

Article 14

The prent Convention shall take effect, in the ca of the States which

have taken part in the first deposit of ratifications, one year after the date

of the protocol recording such deposit.

As respects the States which ratify subquently or which accede, and

also in cas in which the Convention is subquently put into effect in

accordance with Article 13, it shall take effect six months after the

notifications specified in paragraph 2 of Article 11 and paragraph 2 of

Article 12 have been received by the Belgian Government.

Article 15 In the event of one of the contracting States wishing to denounce the

prent Convention, the denunciation shall be notified in writing to the

Belgian Government, which shall immediately communicate a duly

certified copy of the notification to all the other States, informing them

of the date on which it was received.

The denunciation shall only operate in respect of the State which made

the notification, and on the expiry of one year after the notification has

reached the Belgian Government.

Article 16

Any one of the contracting States shall have the right to call for a fresh

conference with a view to considering possible amendments.

A State which would exerci this right should notify its intention to the

other States through the Belgian Government, which would make

arrangements for convening the Conference.

DONE at Brusls, in a single copy, August 25th, 1924.

PROTOCOL OF SIGNATURE

At the time of signing the International Convention for the Unification of

Certain Rules of Law relating to Bills of Lading the Plenipotentiaries

who signatures appear below have adopted this Protocol, which will

have the same force and the same value as if its provisions were inrted

in the text of the Convention to which it relates.

The High Contracting Parties may give effect to this Convention either by

giving it the force of law or by including in their national legislation in a

form appropriate to that legislation the rules adopted under this

Convention.

They may rerve the right:

1. To prescribe that in the cas referred to in paragraph 2(c) to (p) of

Article 4 the holder of a bill of lading shall be entitled to establish

responsibility for loss or damage arising from the personal fault of the

carrier or the fault of his rvants which are not covered by paragraph (a).

2. To apply Article 6 in so far as the national coasting trade is

concerned to all class of goods without taking account of the

restriction t out in the last paragraph of that Article.

DONE at Brusls, in single copy, August 25th, 1924. Protocol to Amend the International Convention for the Unification

of Certain Rules of Law Relating to Bills of Lading ("Visby Rules")

(Brusls, 23 February 1968)

THE CONTRACTING PARTIES,

CONSIDERING that it is desirable to amend the International

Convention for the unification of certain rules of law relating to Bills of

Lading, signed at Brusls on 25th August 1924,

HAVE AGREED as follows:

Article 1

(1) In Article 3, paragraph 4, shall be added:

"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".

(2) In Article 3, paragraph 6, sub-paragraph 4 shall be deleted and

replaced by:

"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".

(3) In Article 3, after paragraph 6, shall be added the following paragraph

6bis:

"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".

Article 2

Article 4, paragraph 5, shall be deleted and replaced by the following:

"(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

the equivalent of 10,000 francs per package or unit or 30 francs per kilo

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) A franc means a unit consisting of 65.5 milligrammes of gold of

millesimal fineness 900'. The date of conversion of the sum awarded into

national currencies shall be governed by the law of the Court ized of

the ca. (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".

Article 3

Between Articles 4 and 5 of the Convention shall be inrted the

following Article 4bis: "1. The defences and limits of liability provided for in this Convention

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 this

Convention.

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 this

Convention.

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 4

Article 9 of the Convention shall be deleted and replaced by the

following: "This Convention shall not affect the provisions of any international

Convention or national law governing liability for nuclear damage".

Article 5

Article 10 of the Convention shall be deleted and replaced by the

following:

"The provisions of this Convention 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 of this Convention 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.

Each Contracting State shall apply the provisions of this Convention to

the Bills of Lading mentioned above. This Article shall not prevent a Contracting State from applying the rules

of this Convention to Bills of Lading not included in the preceding

paragraphs".

Article 6

As between the Parties to this Protocol the Convention and the Protocol

shall be read and interpreted together as one single instrument.

A Party to this Protocol shall have no duty to apply the provisions of this

Protocol to Bills of Lading issued in a State which is a Party to the

Convention but which is not a Party to this Protocol.

Article 7

As between the Parties to this Protocol, denunciation by any of them of

the Convention in accordance with Article 15 thereof, shall not be

construed in any way as a denunciation of the Convention as amended

by this Protocol.

Article 8

Any dispute between two or more Contracting Parties concerning the

interpretation or application of the Convention which cannot be ttled

through negotiation, shall, at the request of one of them, be submitted

to arbitration. If within six months from the date of the request for arbitration the Parties are unable to agree on the organization of the

arbitration, any one of tho Parties may refer the dispute to the

International Court of Justice by request in conformity with the Statute of

the Court.

Article 9

(1) Each Contracting Party may at the time of signature or ratification of

this Protocol or accession thereto, declare that it does not consider itlf

bound by Article 8 of this Protocol. The other Contracting Parties shall

not be bound by this Article with respect to any Contracting Party having

made such a rervation.

(2) Any Contracting Party having made a rervation in accordance with

paragraph 1 may at any time withdraw this rervation by notification to

the Belgian Government.

Article 10

This Protocol shall be open for signature by the States which have

ratified the Convention or which have adhered thereto before the 23rd

February 1968, and by any State reprented at the twelfth ssion

(1967-1968) of the Diplomatic Conference on Maritime Law.

Article 11 (1) This Protocol shall be ratified.

(2) Ratification of this Protocol by any State which is not a Party to the

Convention shall have the effect of accession to the Convention.

(3) The instruments of ratification shall be deposited with the Belgian

Government.

Article 12

(1) States, Members of the United Nations or Members of the specialized

agencies of the United Nations, not reprented at the twelfth ssion of

the Diplomatic Conference on Maritime Law, may accede to this

Protocol.

(2) Accession to this Protocol shall have the effect of accession to the

Convention.

(3) The instruments of accession shall be deposited with the Belgian

Government.

Article 13

(1) This Protocol shall come into force three months after the date of the

deposit of ten instruments of ratification or accession, of which at least five shall have been deposited by States that have each a tonnage equal

or superior to one million gross tons of tonnage.

(2) For each State which ratifies this Protocol or accedes thereto after the

date of deposit of the instrument of ratification or accession determining

the coming into force such as is stipulated in paragraph (1) of this Article,

this Protocol shall come into force three months after the deposit of its

instrument of ratification or accession.

Article 14

(1) Any Contracting State may denounce this Protocol by notification to

the Belgian Government.

(2) This denunciation shall have the effect of denunciation of the

Convention.

(3) The denunciation shall take effect one year after the date on which

the notification has been received by the Belgian Government.

Article 15

(1) Any Contracting State may at the time of signature, ratification or

accession or at any time thereafter declare by written notification to the

Belgian Government which among the territories under its sovereignty or for who international relations it is responsible, are tho to which

the prent Protocol applies.

The Protocol shall three months after the date of the receipt of such

notification by the Belgian Government extend to the territories named

therein, but not before the date of the coming into force of the Protocol

in respect of such State.

(2) This extension also shall apply to the Convention if the latter is not yet

applicable to tho territories.

(3) Any Contracting State which has made a declaration under paragraph

(1) of this Article may at any time thereafter declare by notification given

to the Belgian Government that the Protocol shall cea to extend to

such territory. This denunciation shall take effect one year after the date

on which notification thereof has been received by the Belgian

Government; it also shall apply to the Convention.

Article 16

The Contracting Parties may give effect to this Protocol either by giving

it the force of law or by including in their national legislation in a form

appropriate to that legislation the rules adopted under this Protocol.

Article 17 The Belgian Government shall notify the States reprented at the

twelfth ssion (1967-1968) of the Diplomatic Conference on Maritime

Law, the acceding States to this Protocol, and the States Parties to the

Convention, of the following:

1. The signatures, ratifications and accessions received in accordance

with Articles 10, 11 and 12.

2. The date on which the prent Protocol will come into force in

accordance with Article 13.

3. The notifications with regard to the territorial application in

accordance with Article 15.

4. The denunciations received in accordance with Article 14.

IN WITNESS WHEREOF the undersigned Plenipotentiaries, duly

authorized, have signed this Protocol.

DONE at Brusls, this 23rd day of February 1968, in the French and

English languages, both texts being equally authentic, in a single copy,

which shall remain deposited in the archives of the Belgian Government,

which shall issue certified copies.

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