海牙維斯比規(guī)則(中文版)

2023年12月11日發(fā)(作者：韓國(guó)禮儀)

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海牙維斯比規(guī)則(中文版)

海牙—維斯比規(guī)則(中文版)

1968年布魯塞爾議定書(shū)

,有關(guān)修改1924年8月25日在布魯塞爾簽訂的統(tǒng)一提單的若干法律規(guī)定的國(guó)際公約的議定書(shū),

,1968年2月23日頒布1978年1月1日實(shí)施,

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

第一條

1(第3條第4款增加下列規(guī)定:

“但是，當(dāng)該提單已被轉(zhuǎn)讓至善意行事的第三者時(shí)，與此相反的證據(jù)便不予接受。”

2(第3條第6款第4項(xiàng)應(yīng)改為:

“除第6款(之一)另有規(guī)定外，除自貨物交付或本應(yīng)交付之日起一年內(nèi)提起訴訟外，在任何情況下，承運(yùn)人和船舶將被免除對(duì)于貨物的任何責(zé)任。但是，在訴因發(fā)生以后，經(jīng)當(dāng)事方同意，這一期限加以延長(zhǎng)。”

3(第3條第6款之后應(yīng)增加第6款(之一):

“即使在前款規(guī)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(nèi)，仍可以向第三方提起追償訴訟。但是，允許的時(shí)間自提起此種訴訟之人已經(jīng)解決向其索賠的案件，或在對(duì)其本人的訴訟中收到送達(dá)的傳票之日起算，不得少于三個(gè)月。”

第二條

第4條第5款應(yīng)予刪除，并改為下列規(guī)定: (a)不論是承運(yùn)人或船舶，對(duì)超過(guò)每件或每單位相當(dāng)于10000法郎，或按滅失或受損貨物毛重計(jì)算，每公斤相當(dāng)于30法郎(兩者之中以較高者為準(zhǔn))的貨物或與貨物有關(guān)的滅失或損害，在任何情況下，概不負(fù)責(zé)，除非貨物的性質(zhì)和價(jià)值已由托運(yùn)人在貨物裝運(yùn)前聲明，并在提單上注明。

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(b)可賠償?shù)目傤~應(yīng)參照該貨物根據(jù)合同從船上卸下或本應(yīng)卸下的當(dāng)時(shí)當(dāng)?shù)氐膬r(jià)值計(jì)算。

貨物價(jià)值應(yīng)按商品交換價(jià)格確定，或者，如無(wú)此種價(jià)格，按現(xiàn)時(shí)市場(chǎng)價(jià)格計(jì)算;如無(wú)商品交換價(jià)格和現(xiàn)時(shí)市場(chǎng)價(jià)格，參照相同品種和質(zhì)量的貨物的正常價(jià)值確定。

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

(d)一個(gè)法郎是指一個(gè)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(guó)貨幣的日期，應(yīng)按受案法院所在地法律確定。

(e)如經(jīng)證明，損害系承運(yùn)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(wú)論是承運(yùn)人或船舶，都無(wú)權(quán)享有本款規(guī)定的責(zé)任限制的利益。

(f)本款第(a)項(xiàng)所規(guī)定的聲明如被載入提單，應(yīng)成為初步證據(jù)，但不應(yīng)對(duì)承運(yùn)人具有約束力或終結(jié)效力。

(g)經(jīng)承運(yùn)人、船長(zhǎng)或承運(yùn)人的代理人與托運(yùn)人協(xié)議，可在本款第(a)項(xiàng)所述金額之外另行確定一個(gè)最高金額。但此最高金額不得低于該第(a)項(xiàng)所述的相應(yīng)最高金額。

(h)如果托運(yùn)人在提單中故意謊報(bào)貨物的性質(zhì)或價(jià)值，則無(wú)論承運(yùn)人或船舶，在任何情況下對(duì)貨物或與貨物有關(guān)的滅失或損害概不負(fù)責(zé)。 第三條

在本公約第4條和第5條之間應(yīng)加入下述第4條(之一):

1.“本公約所規(guī)定的抗辯和責(zé)任限制，應(yīng)適用于運(yùn)輸合同所包含的貨物滅失或損害對(duì)承運(yùn)人提起任何訴訟，而不論訴論是以合同或是以侵權(quán)行為為依據(jù)。

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

3.從承運(yùn)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(guò)本公約規(guī)定的限度。

4.但是，如經(jīng)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(yùn)人的受雇人員或代理人便無(wú)權(quán)援引本條各項(xiàng)規(guī)定。”

第四條

本公約第9條應(yīng)改為下列規(guī)定:

“本公約不影響制約核損害責(zé)任的任何國(guó)際公約或國(guó)內(nèi)法的規(guī)定。”

第五條

本公約第10條應(yīng)改為下列規(guī)定:

“本公約各項(xiàng)規(guī)定，應(yīng)適用于在兩個(gè)不同國(guó)家港口之間與貨物運(yùn)輸有關(guān)的每一提單，如果:

(a)提單在某一締約國(guó)簽發(fā);或者

(b)貨物從某一締約國(guó)港口起運(yùn);或者

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

本條規(guī)定不禁止締約國(guó)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(shū)締約方之間，公約與議定書(shū)應(yīng)作為一個(gè)文件，一并理解和解釋。

本議定書(shū)的締約方?jīng)]有義務(wù)將本議定書(shū)中各項(xiàng)規(guī)定適用于在公約締約方、但非本議定書(shū)締約方的國(guó)家簽發(fā)的提單。

第七條

在本議定書(shū)締約方之間，任何一方根據(jù)公約第15條退出公約，都不應(yīng)被解釋為退出經(jīng)本議定書(shū)修正的本公約。

第八條

兩個(gè)或兩個(gè)以上締約方就本公約的解釋或適用發(fā)生爭(zhēng)議而未能通過(guò)協(xié)商解決時(shí)，應(yīng)根據(jù)其中一方請(qǐng)示而提交仲裁。自請(qǐng)求提交仲裁之日起六個(gè)月內(nèi)，如當(dāng)事方就仲裁組織不能達(dá)成協(xié)議時(shí)，任何一方可按照國(guó)際法院的章程，將糾紛提交國(guó)際法院解決。

第九條

1.每一締約方在簽署或批準(zhǔn)本議定書(shū)或加入本議定書(shū)時(shí)，可聲明其不受本議定書(shū)第8條約束。其他締約國(guó)就與作出這一保留的任何締約國(guó)而言，不受本條約的約束。

2.根據(jù)第1款作出保留的任何締約方，可在任何時(shí)間通知比利時(shí)政府撤銷其保留。 第十條

本議定書(shū)對(duì)在1968年2月23日之前批準(zhǔn)本公約或加入本公約的各國(guó)，以及出席1967-1968年第十二屆海洋法外交會(huì)議的任何國(guó)家開(kāi)放供簽字。

第十一條 1(本議定書(shū)須經(jīng)批準(zhǔn)。

2(由非屬本公約締約方的任何國(guó)家批準(zhǔn)本議定書(shū)，具有加入本公約的效力。

3(批準(zhǔn)文件應(yīng)交比利時(shí)政府保存。

第十二條

1(未出席第十二屆海洋法外交會(huì)議的國(guó)家，聯(lián)合國(guó)會(huì)員國(guó)或者聯(lián)合國(guó)各專門(mén)機(jī)構(gòu)成員國(guó)，可加入本議定書(shū)。

2(加入本議定書(shū)，具有加入本公約的效力。

3(加入書(shū)應(yīng)交存比利時(shí)政府。

第十三條

1.本議定書(shū)自十份批準(zhǔn)書(shū)或加入書(shū)交存之日起三個(gè)月后生效，并且，其中至少應(yīng)有五份系由擁有100萬(wàn)或100萬(wàn)總噸以上船舶的國(guó)家所交存。

2.本條第1款規(guī)定的決定本議定書(shū)生效的批準(zhǔn)書(shū)或加入書(shū)交存之日以后，對(duì)于批準(zhǔn)或加入本議定書(shū)的

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每一個(gè)國(guó)家，本議定書(shū)自其交存批準(zhǔn)書(shū)或加入書(shū)起三個(gè)月后生效。

第十四條

1(任何締約國(guó)可通知比利時(shí)政府退出本議定書(shū)。

2(此種退出具有退出本公約的效力。

3(此種退出自比利時(shí)政府收到通知之日起一年后生效。

第十五條

1.任何締約國(guó)可在簽署、批準(zhǔn)或加入之時(shí)，或在此后任何時(shí)間，以送交比利時(shí)政府的書(shū)面通知，聲明本議定書(shū)適用至處于在其主權(quán)之下或由其負(fù)責(zé)國(guó)際關(guān)系的領(lǐng)土。

2.如果本公約尚未適用于這些領(lǐng)土，則此種適用的擴(kuò)大也應(yīng)用于本公約。 3.根據(jù)本條第1款作出聲明的締約國(guó)，可在此后任何時(shí)間通過(guò)送交比利時(shí)政府的通知，聲明本議定書(shū)不再擴(kuò)大適用于此種領(lǐng)土。此種退出應(yīng)自比利時(shí)政府收到該通知之日起一年后生效。此種退出也應(yīng)適用于本公約。

第十六條

各締約方可通過(guò)賦予本議定書(shū)以法律效力，或以國(guó)內(nèi)立法相適應(yīng)的方式在國(guó)內(nèi)法中訂入本議定書(shū)所采用的各項(xiàng)規(guī)定，而使本議定書(shū)生效。

第十七條

比利時(shí)政府應(yīng)將下列事項(xiàng)通知出席1967-1968年第十二屆海洋法外交會(huì)議的各國(guó)，本議定書(shū)各參加國(guó)及本公約各締約國(guó):

1(根據(jù)第10條、第11條及第12條收到的簽署、批準(zhǔn)和加入書(shū);

2(根據(jù)第13條規(guī)定，本議定書(shū)將生效的日期;

3(根據(jù)第15條規(guī)定，有關(guān)領(lǐng)土適用的通知;

4(根據(jù)第14條收到的退出文件。

下列署名的各全權(quán)代表，經(jīng)正式授權(quán)，簽署本公約，以昭信守。

本議定書(shū)于1968年2月23日訂于布魯塞爾，正本一份，用法文和英文寫(xiě)成，兩種文本具有同等效力，應(yīng)存于比利時(shí)政府檔案庫(kù)，經(jīng)核證無(wú)誤的副本由比利時(shí)政府分發(fā)。

維斯比規(guī)則

目錄

什么是維斯比規(guī)則

制定《維斯比規(guī)則》的背景

《維斯比規(guī)則》的主要內(nèi)容

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《維斯比規(guī)則》議定書(shū) 維斯比規(guī)則(英文版)

維斯比規(guī)則(Visby Rules)

編輯本段

什么是維斯比規(guī)則

《維斯比規(guī)則》是《修改統(tǒng)一提單若干法律規(guī)定的國(guó)際公約議定書(shū)》(Protocol to Amend theInternationalConvention forthe Unification of

Certain Rules of

LawRelatingtoBillsoflading)的簡(jiǎn)稱。

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

編輯本段

制定《維斯比規(guī)則》的背景

《海牙規(guī)則》自1931年生效實(shí)施后，得到了國(guó)際航運(yùn)界普遍接受，它的歷史作用在于使國(guó)際海上貨物運(yùn)輸有法可依，統(tǒng)一了海上貨物運(yùn)輸中的提單條款，對(duì)提單的規(guī)范化起到了積極作用，基本上緩和了當(dāng)時(shí)承運(yùn)方和托運(yùn)方之間的矛盾，促進(jìn)了國(guó)際貿(mào)易和海上運(yùn)輸事業(yè)的發(fā)展。但隨著國(guó)際政治、經(jīng)濟(jì)形勢(shì)的變化，以及航海、造船技術(shù)日新月異的進(jìn)步，使海上運(yùn)輸方式發(fā)生了重大變革，特別是集裝箱運(yùn)輸方式的出現(xiàn)和迅猛發(fā)展，《海牙規(guī)則》的內(nèi)容已不適應(yīng)新形勢(shì)發(fā)展的需要。尤其關(guān)于承運(yùn)人的大量免責(zé)條款明顯偏袒船方利益，通貨膨脹的現(xiàn)實(shí)使100英鎊的賠償限額明顯過(guò)低等原因，到了50年代未，要求修改《海牙規(guī)則》的呼聲日漸強(qiáng)烈。 基于上述這種形勢(shì)，國(guó)際海事委員會(huì)于1959年在南斯拉夫的里吉卡舉行第二十四屆大會(huì)，會(huì)上決定成立小組委員會(huì)負(fù)責(zé)修改《海牙規(guī)則》。根據(jù)各國(guó)代表對(duì)修改《海牙規(guī)則》的建議，1963年小組委員會(huì)草擬了修改《海牙規(guī)則》的議定書(shū)草案，提交給1967年、1968年召開(kāi)的海事法會(huì)議審議，經(jīng)會(huì)議審議通過(guò)后，于1968年2月“日在比利時(shí)的布魯塞爾召開(kāi)的、由53個(gè)國(guó)家或地區(qū)代表參加的第十二屆海洋法外交會(huì)議上通過(guò)，定名為《修改統(tǒng)一提單若干法律規(guī)定的國(guó)際公約議定書(shū)》，并簡(jiǎn)稱為“1968年布魯塞爾議定書(shū)”(The 1968 Brusls Protocol)。由于該議定書(shū)草案在斯德哥爾摩討論期間，參加會(huì)議的成員到過(guò)哥特蘭島的維斯比城，為借用中世紀(jì)維斯比海法之名聲，故將該議定書(shū)稱為《維斯比規(guī)則》(VisbyRules)。經(jīng)過(guò)議定書(shū)修訂后的《海牙規(guī)則》稱為《海牙――維斯比規(guī)則》(Hague-VisbyRules)。該議定書(shū)于1977年6月23日生效。 編輯本段

《維斯比規(guī)則》的主要內(nèi)容

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《維斯比規(guī)則》共十七條，但只有前六條才是實(shí)質(zhì)性的規(guī)定，對(duì)《海牙規(guī)則》的第三、四、九、十條進(jìn)行了修改。其主要修改內(nèi)容有:

擴(kuò)大了規(guī)則的適用范圍

《海牙規(guī)則》的各條規(guī)定僅適用于締約國(guó)所簽發(fā)的提單。《維斯比規(guī)則》擴(kuò)大了其適用范圍，其中的第五條第三款規(guī)定:? 在締約國(guó)簽發(fā)的提單;?貨物在一個(gè)締約國(guó)的港口起運(yùn);?提單載明或?yàn)樘釂嗡C明的合同規(guī)定，該合同受公約的各項(xiàng)規(guī)則或者使其生效的任何一個(gè)國(guó)家的立法所約束，不論承運(yùn)人、托運(yùn)人、收貨人或任何其他有關(guān)人員的國(guó)籍如何。該規(guī)定的意思只要提單或?yàn)樘釂嗡C明的運(yùn)輸合同上有適用《維斯比規(guī)則》的規(guī)定，該提單或運(yùn)輸合同就要受《維斯比規(guī)則》的約束。

明確了提單的證據(jù)效力 《海牙規(guī)則》第三條第四款規(guī)定，提單上載明的貨物主要標(biāo)志、件數(shù)或重量和表面狀況應(yīng)作為承運(yùn)人按其上所載內(nèi)容收到貨物的初步證據(jù)。至于提單轉(zhuǎn)讓至第三人的證據(jù)效力，未作進(jìn)一步的規(guī)定。《維斯比規(guī)則》為了彌補(bǔ)上述的缺陷，在第一條第一款則補(bǔ)充規(guī)定:“??但是，當(dāng)提單轉(zhuǎn)讓至善意的第三人時(shí)，與此相反的證據(jù)將不能接受。”這表明對(duì)于善意行事的提單受讓人來(lái)說(shuō)，提單載明的內(nèi)容具有最終證據(jù)效力。所謂“善意行事”是指提單受讓人在接受提單時(shí)并不知道裝運(yùn)的貨物與提單的內(nèi)容有何不符之處，而是出于善意完全相信提單記載的內(nèi)容。這就是說(shuō)，《維斯比規(guī)則》確立了一項(xiàng)在法律上禁止翻供的原則，即當(dāng)提單背書(shū)轉(zhuǎn)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(jù)。承運(yùn)人不得借口在簽發(fā)清潔提單前貨物就已存在缺陷或包裝不當(dāng)來(lái)對(duì)抗提單持有人。

這一補(bǔ)充規(guī)定，有利于進(jìn)一步保護(hù)提單的流通與轉(zhuǎn)讓，也有利于維持提單受讓人或收貨人的合法權(quán)益。一旦收貨人發(fā)現(xiàn)貨物與提單記載不符，承運(yùn)人只能負(fù)責(zé)賠償，不得提出任何抗辯的理由。

強(qiáng)調(diào)了承運(yùn)人及其受雇人員的責(zé)任限制

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

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提高了承運(yùn)人對(duì)貨物損害賠償?shù)南揞~

《海牙規(guī)則》規(guī)定承運(yùn)人對(duì)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(guī)則》第二條則規(guī)定，每件或每單位的賠償限額提高到10000金法郎，同時(shí)還增加一項(xiàng)以受損貨物毛重為標(biāo)準(zhǔn)的計(jì)算方法，即每公斤為30金法郎，以兩者中較高者為準(zhǔn)。采用的金法郎仍以金本位為基礎(chǔ)，目的在于防止日后法郎紙幣的貶值，一個(gè)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(jì)算基礎(chǔ)，在《威斯比規(guī)則》通過(guò)時(shí)，10000金法郎大約等于431英鎊，與《海牙規(guī)則》規(guī)定的100英鎊相比，這一賠償限額顯然是大大提高了。

這一規(guī)定不但提高了賠償限額，而且創(chuàng)造了一項(xiàng)新的雙重限額制度，不但維護(hù)了貨主的利益，而且這種制度也為以后《漢堡規(guī)則》和我國(guó)《海商法》所接受。

另外，該規(guī)則還規(guī)定了喪失賠償責(zé)任限制權(quán)利的條件，即如經(jīng)證實(shí)損失是由于承運(yùn)人蓄意造成，或者知道很可能會(huì)造成這一損害而毫不在意的行為或不行為所引起，則承運(yùn)人無(wú)權(quán)享受責(zé)任限制的權(quán)利。

增加了“集裝箱條款” 《海牙規(guī)則》沒(méi)有關(guān)于集裝箱運(yùn)輸?shù)囊?guī)定。《維斯比規(guī)則》增加“集裝箱條款”，以適應(yīng)國(guó)際集裝箱運(yùn)輸發(fā)展的需要。該規(guī)則第二條第三款規(guī)定:“如果貨物是用集裝箱、托盤(pán)或類似的裝運(yùn)器具集裝時(shí)，則提單中所載明的裝在這種裝運(yùn)器具中的包數(shù)或件數(shù)，應(yīng)視為本款中所述的包或件數(shù);如果不在提單上注明件數(shù)，則以整個(gè)集裝箱或托盤(pán)為一件計(jì)算。”該條款的意思是，如果提單上具體載明在集裝箱內(nèi)的貨物包數(shù)或件數(shù)，計(jì)算責(zé)任限制的單位就按提單上所列的件數(shù)為準(zhǔn);否則，則將一個(gè)集裝箱或一個(gè)托盤(pán)視為一件貨物。

訴訟時(shí)效的延長(zhǎng)

《海牙規(guī)則》規(guī)定，貨物滅失或損害的訴訟時(shí)效為一年，從交付貨物或應(yīng)當(dāng)交付貨物之日起算。《維斯比規(guī)則》第一條第二款、第三款則補(bǔ)充規(guī)定，訴訟事由發(fā)生后，只要雙方當(dāng)事人同意，這一期限可以延長(zhǎng)，明確了訴訟時(shí)效可經(jīng)雙方當(dāng)事人協(xié)議延長(zhǎng)的規(guī)定。對(duì)于追償時(shí)效則規(guī)定，即使在規(guī)定的一年期滿之后，只要是在受法院法律準(zhǔn)許期間之內(nèi)，便可向第三方提起索賠訴訟。但是準(zhǔn)許的時(shí)間自提起訴訟的人已經(jīng)解決索賠案件，或向其本人送達(dá)起訴狀之日起算，不得少于三個(gè)月。

編輯本段

《維斯比規(guī)則》議定書(shū)

《維斯比規(guī)則》規(guī)定的承運(yùn)人責(zé)任限制金額計(jì)算單位為法郎，并以黃金作為定值標(biāo)準(zhǔn)。由于黃金本身的價(jià)格是根據(jù)市場(chǎng)供求關(guān)系自由漲落的，所以以金法郎責(zé)任限制計(jì)算單位的實(shí)際價(jià)值也不能保持穩(wěn)定。針對(duì)這一情況，1979年在布魯塞爾召開(kāi)有37國(guó)代表出席的外交會(huì)議上，通過(guò)了修訂《海牙――維斯比規(guī)則》(Thel979Protocol to the

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

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為準(zhǔn)。但國(guó)內(nèi)法規(guī)定不能使用特別提款權(quán)的締約國(guó)，仍可以金法郎作為計(jì)算單位，該議

定書(shū)于1984年4月開(kāi)始生效。

特別提款權(quán)是國(guó)際貨幣基金組織于1969年創(chuàng)設(shè)的，作為國(guó)際儲(chǔ)備的貨幣單位。自

1981年1月1日起，特別提款權(quán)由5種世界上貿(mào)易出口額最高國(guó)家的貨幣，即美元、

德國(guó)馬克、日元、法國(guó)法郎和英鎊按每5年調(diào)整一次的比例構(gòu)成。據(jù)基金會(huì)1990年10

月9日新聞公報(bào)，自1991年1月1日起，調(diào)整特別提款權(quán)構(gòu)成比例為:美元40,，德

國(guó)馬克21,，日元17,，法國(guó)法郎11,，英鎊11,。此比例于1995年底以前不變。

特別提款權(quán)既為一種賬面資產(chǎn)，又為一種聯(lián)合貨幣，只是不在市場(chǎng)上流通、兌換。其價(jià)

格計(jì)算方法:首先將其構(gòu)成中所含其他4種貨幣金額，按照當(dāng)日倫敦外匯市場(chǎng)匯價(jià)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(quán)美元值。此特別提

款權(quán)價(jià)格由世界銀行逐日掛牌公布。

編輯本段 維斯比規(guī)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

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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.

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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.

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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

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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

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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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