海牙维斯比规则(中文版)

2023年12月11日发(作者：英雄王成)

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海牙维斯比规则(中文版)

海牙—维斯比规则(中文版)

1968年布鲁塞尔议定书

,有关修改1924年8月25日在布鲁塞尔签订的统一提单的若干法律规定的国际公约的议定书,

,1968年2月23日颁布1978年1月1日实施,

各缔约方，考虑到1924年8月25日在布鲁塞尔制订的统一提单的某些法律规定的国际公约加以修正是合乎需要的，兹协议如下:

第一条

1(第3条第4款增加下列规定:

“但是，当该提单已被转让至善意行事的第三者时，与此相反的证据便不予接受。”

2(第3条第6款第4项应改为:

“除第6款(之一)另有规定外，除自货物交付或本应交付之日起一年内提起诉讼外，在任何情况下，承运人和船舶将被免除对于货物的任何责任。但是，在诉因发生以后，经当事方同意，这一期限加以延长。”

3(第3条第6款之后应增加第6款(之一):

“即使在前款规定的一年期限届满之后，只要在受案法院所在地法律允许期间内，仍可以向第三方提起追偿诉讼。但是，允许的时间自提起此种诉讼之人已经解决向其索赔的案件，或在对其本人的诉讼中收到送达的传票之日起算，不得少于三个月。”

第二条

第4条第5款应予删除，并改为下列规定: (a)不论是承运人或船舶，对超过每件或每单位相当于10000法郎，或按灭失或受损货物毛重计算，每公斤相当于30法郎(两者之中以较高者为准)的货物或与货物有关的灭失或损害，在任何情况下，概不负责，除非货物的性质和价值已由托运人在货物装运前声明，并在提单上注明。

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(b)可赔偿的总额应参照该货物根据合同从船上卸下或本应卸下的当时当地的价值计算。

货物价值应按商品交换价格确定，或者，如无此种价格，按现时市场价格计算;如无商品交换价格和现时市场价格，参照相同品种和质量的货物的正常价值确定。

(c)如货物是以集装箱、货盘或类似的运输工具集装，则提单中载明的装在此种运输工具中的件数或单位数，应视为本款所述件数或单位数。除上述情况之外，此种运输工具应视为一个包件或单位。

(d)一个法郎是指一个含有纯度为千分之九百的黄金65.5毫克的单位。将裁判的赔偿金额折合成本国货币的日期，应按受案法院所在地法律确定。

(e)如经证明，损害系承运人故意造成，或明知可能造成损害而轻率地采取的行为或不行为所引起，则无论是承运人或船舶，都无权享有本款规定的责任限制的利益。

(f)本款第(a)项所规定的声明如被载入提单，应成为初步证据，但不应对承运人具有约束力或终结效力。

(g)经承运人、船长或承运人的代理人与托运人协议，可在本款第(a)项所述金额之外另行确定一个最高金额。但此最高金额不得低于该第(a)项所述的相应最高金额。

(h)如果托运人在提单中故意谎报货物的性质或价值，则无论承运人或船舶，在任何情况下对货物或与货物有关的灭失或损害概不负责。 第三条

在本公约第4条和第5条之间应加入下述第4条(之一):

1.“本公约所规定的抗辩和责任限制，应适用于运输合同所包含的货物灭失或损害对承运人提起任何诉讼，而不论诉论是以合同或是以侵权行为为依据。

2.如果此种诉讼是对承运人的受雇人员或代理人(该受雇人员或代理人人并非独立合同人)，该受雇人员或代理人有权援引承运人依照本公约可援引的各项抗辩和责任限制。

3.从承运人及此种受雇人员或代理人所能得到的赔偿总额，在任何情况下，不得超过本公约规定的限度。

4.但是，如经证明，损害系受雇人员或代理人故意造成，或明知可能造成损害而轻率地采取的行为或不行为所引起，该承运人的受雇人员或代理人便无权援引本条各项规定。”

第四条

本公约第9条应改为下列规定:

“本公约不影响制约核损害责任的任何国际公约或国内法的规定。”

第五条

本公约第10条应改为下列规定:

“本公约各项规定，应适用于在两个不同国家港口之间与货物运输有关的每一提单，如果:

(a)提单在某一缔约国签发;或者

(b)货物从某一缔约国港口起运;或者

(c)被提单所包含或所证明的合同受本公约各项规定或者给予这些规定以法律效力的任一国家立法的约束，而不论船舶、承运人、托运人、收货人或任何其他关系人的国籍如何。 每一缔约国应将本公约各项规定适用于上述提单。

本条规定不禁止缔约国将本公约适用于未在前述各款中列明的提单。”

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第六条

本议定书缔约方之间，公约与议定书应作为一个文件，一并理解和解释。

本议定书的缔约方没有义务将本议定书中各项规定适用于在公约缔约方、但非本议定书缔约方的国家签发的提单。

第七条

在本议定书缔约方之间，任何一方根据公约第15条退出公约，都不应被解释为退出经本议定书修正的本公约。

第八条

两个或两个以上缔约方就本公约的解释或适用发生争议而未能通过协商解决时，应根据其中一方请示而提交仲裁。自请求提交仲裁之日起六个月内，如当事方就仲裁组织不能达成协议时，任何一方可按照国际法院的章程，将纠纷提交国际法院解决。

第九条

1.每一缔约方在签署或批准本议定书或加入本议定书时，可声明其不受本议定书第8条约束。其他缔约国就与作出这一保留的任何缔约国而言，不受本条约的约束。

2.根据第1款作出保留的任何缔约方，可在任何时间通知比利时政府撤销其保留。 第十条

本议定书对在1968年2月23日之前批准本公约或加入本公约的各国，以及出席1967-1968年第十二届海洋法外交会议的任何国家开放供签字。

第十一条 1(本议定书须经批准。

2(由非属本公约缔约方的任何国家批准本议定书，具有加入本公约的效力。

3(批准文件应交比利时政府保存。

第十二条

1(未出席第十二届海洋法外交会议的国家，联合国会员国或者联合国各专门机构成员国，可加入本议定书。

2(加入本议定书，具有加入本公约的效力。

3(加入书应交存比利时政府。

第十三条

1.本议定书自十份批准书或加入书交存之日起三个月后生效，并且，其中至少应有五份系由拥有100万或100万总吨以上船舶的国家所交存。

2.本条第1款规定的决定本议定书生效的批准书或加入书交存之日以后，对于批准或加入本议定书的

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每一个国家，本议定书自其交存批准书或加入书起三个月后生效。

第十四条

1(任何缔约国可通知比利时政府退出本议定书。

2(此种退出具有退出本公约的效力。

3(此种退出自比利时政府收到通知之日起一年后生效。

第十五条

1.任何缔约国可在签署、批准或加入之时，或在此后任何时间，以送交比利时政府的书面通知，声明本议定书适用至处于在其主权之下或由其负责国际关系的领土。

2.如果本公约尚未适用于这些领土，则此种适用的扩大也应用于本公约。 3.根据本条第1款作出声明的缔约国，可在此后任何时间通过送交比利时政府的通知，声明本议定书不再扩大适用于此种领土。此种退出应自比利时政府收到该通知之日起一年后生效。此种退出也应适用于本公约。

第十六条

各缔约方可通过赋予本议定书以法律效力，或以国内立法相适应的方式在国内法中订入本议定书所采用的各项规定，而使本议定书生效。

第十七条

比利时政府应将下列事项通知出席1967-1968年第十二届海洋法外交会议的各国，本议定书各参加国及本公约各缔约国:

1(根据第10条、第11条及第12条收到的签署、批准和加入书;

2(根据第13条规定，本议定书将生效的日期;

3(根据第15条规定，有关领土适用的通知;

4(根据第14条收到的退出文件。

下列署名的各全权代表，经正式授权，签署本公约，以昭信守。

本议定书于1968年2月23日订于布鲁塞尔，正本一份，用法文和英文写成，两种文本具有同等效力，应存于比利时政府档案库，经核证无误的副本由比利时政府分发。

维斯比规则

目录

什么是维斯比规则

制定《维斯比规则》的背景

《维斯比规则》的主要内容

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《维斯比规则》议定书 维斯比规则(英文版)

维斯比规则(Visby Rules)

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什么是维斯比规则

《维斯比规则》是《修改统一提单若干法律规定的国际公约议定书》(Protocol to Amend theInternationalConvention forthe Unification of

Certain Rules of

LawRelatingtoBillsoflading)的简称。

于1968年6月23日在布鲁塞尔外交会议上通过，自1977年6月23日生效。截止1996年9月，参加该规则的国家共有29个，其中包括英国、法国、德国、荷兰、西班牙、挪威、瑞典、瑞士、意大利和日本等主要航运国家。因该议定书的准备工作在瑞典的维斯比完成而得名。《维斯比规则》是《海牙规则》的修改和补充，故常与《海牙规则》一起，称为《海牙-维斯比规则》。

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制定《维斯比规则》的背景

《海牙规则》自1931年生效实施后，得到了国际航运界普遍接受，它的历史作用在于使国际海上货物运输有法可依，统一了海上货物运输中的提单条款，对提单的规范化起到了积极作用，基本上缓和了当时承运方和托运方之间的矛盾，促进了国际贸易和海上运输事业的发展。但随着国际政治、经济形势的变化，以及航海、造船技术日新月异的进步，使海上运输方式发生了重大变革，特别是集装箱运输方式的出现和迅猛发展，《海牙规则》的内容已不适应新形势发展的需要。尤其关于承运人的大量免责条款明显偏袒船方利益，通货膨胀的现实使100英镑的赔偿限额明显过低等原因，到了50年代未，要求修改《海牙规则》的呼声日渐强烈。 基于上述这种形势，国际海事委员会于1959年在南斯拉夫的里吉卡举行第二十四届大会，会上决定成立小组委员会负责修改《海牙规则》。根据各国代表对修改《海牙规则》的建议，1963年小组委员会草拟了修改《海牙规则》的议定书草案，提交给1967年、1968年召开的海事法会议审议，经会议审议通过后，于1968年2月“日在比利时的布鲁塞尔召开的、由53个国家或地区代表参加的第十二届海洋法外交会议上通过，定名为《修改统一提单若干法律规定的国际公约议定书》，并简称为“1968年布鲁塞尔议定书”(The 1968 Brusls Protocol)。由于该议定书草案在斯德哥尔摩讨论期间，参加会议的成员到过哥特兰岛的维斯比城，为借用中世纪维斯比海法之名声，故将该议定书称为《维斯比规则》(VisbyRules)。经过议定书修订后的《海牙规则》称为《海牙――维斯比规则》(Hague-VisbyRules)。该议定书于1977年6月23日生效。 编辑本段

《维斯比规则》的主要内容

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《维斯比规则》共十七条，但只有前六条才是实质性的规定，对《海牙规则》的第三、四、九、十条进行了修改。其主要修改内容有:

扩大了规则的适用范围

《海牙规则》的各条规定仅适用于缔约国所签发的提单。《维斯比规则》扩大了其适用范围，其中的第五条第三款规定:? 在缔约国签发的提单;?货物在一个缔约国的港口起运;?提单载明或为提单所证明的合同规定，该合同受公约的各项规则或者使其生效的任何一个国家的立法所约束，不论承运人、托运人、收货人或任何其他有关人员的国籍如何。该规定的意思只要提单或为提单所证明的运输合同上有适用《维斯比规则》的规定，该提单或运输合同就要受《维斯比规则》的约束。

明确了提单的证据效力 《海牙规则》第三条第四款规定，提单上载明的货物主要标志、件数或重量和表面状况应作为承运人按其上所载内容收到货物的初步证据。至于提单转让至第三人的证据效力，未作进一步的规定。《维斯比规则》为了弥补上述的缺陷，在第一条第一款则补充规定:“„„但是，当提单转让至善意的第三人时，与此相反的证据将不能接受。”这表明对于善意行事的提单受让人来说，提单载明的内容具有最终证据效力。所谓“善意行事”是指提单受让人在接受提单时并不知道装运的货物与提单的内容有何不符之处，而是出于善意完全相信提单记载的内容。这就是说，《维斯比规则》确立了一项在法律上禁止翻供的原则，即当提单背书转让给第三者后，该提单就是货物已按上面记载的状况装船的最终证据。承运人不得借口在签发清洁提单前货物就已存在缺陷或包装不当来对抗提单持有人。

这一补充规定，有利于进一步保护提单的流通与转让，也有利于维持提单受让人或收货人的合法权益。一旦收货人发现货物与提单记载不符，承运人只能负责赔偿，不得提出任何抗辩的理由。

强调了承运人及其受雇人员的责任限制

海上货物运输合同当事人涉讼多因一方当事人的违约而引起。但在有些国家承认双重诉讼的权利，即货主在其货物遭受损害时，可以以承运人违反运输合同或以其侵权为由向承运人起诉。在货主以侵权为由提出诉讼时，承运人便不能引用《海牙规则》中的免责和责任限制的规定。如果不能对此加以限制，运输法规中的责任限制规定就形同虚设，为进一步强调承运人及其受雇人员享有该权利，《维斯比规则》第三条规定:“本公约规定的抗辩和责任限制，应适用于就运输合同涉及的有关货物的灭失或损坏对承运人提出的任何诉讼，不论该诉讼是以合同为根据还是以侵权行为为根据。”“如果诉讼是对承运人的受雇人员或代理人(该受雇人员或代理人不是独立订约人)提起的，该受雇人员或代理人也有权援引《海牙规则》规定的承运人的各项抗辩和责任限制。”“向承运人及其受雇人员或代理人索赔的数额，在任何情况下都不得超过本公约规定的赔偿限额。”根据以上规定，使得合同之诉和侵权之诉处于相同的地位:承运人的受雇人员或代理人也享有责任限制的权利。英国法院在审理“喜马拉雅”轮一案时，曾对承运人的受雇人员或代理人能否享受承运人所享受的权利作出否定的判决，认为承运人的受雇人员或代理人无权援引承运人与他人签订的合同中的条款。所以在此案后，承运人纷纷在提单上规定承运人的受雇人员或代理人可以援引承运人的免责或责任限制。人们称这一条款为“喜马拉雅条款”。显然《维斯比规则》的这一规定有利于保护船东的利益。

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提高了承运人对货物损害赔偿的限额

《海牙规则》规定承运人对每件或每单位的货物损失的赔偿限额为100英镑，而《维斯比规则》第二条则规定，每件或每单位的赔偿限额提高到10000金法郎，同时还增加一项以受损货物毛重为标准的计算方法，即每公斤为30金法郎，以两者中较高者为准。采用的金法郎仍以金本位为基础，目的在于防止日后法郎纸币的贬值，一个金法郎是含金纯度为900/1000的黄金65.5毫克的单位。一旦法郎贬值，仍以上述的黄金含量为计算基础，在《威斯比规则》通过时，10000金法郎大约等于431英镑，与《海牙规则》规定的100英镑相比，这一赔偿限额显然是大大提高了。

这一规定不但提高了赔偿限额，而且创造了一项新的双重限额制度，不但维护了货主的利益，而且这种制度也为以后《汉堡规则》和我国《海商法》所接受。

另外，该规则还规定了丧失赔偿责任限制权利的条件，即如经证实损失是由于承运人蓄意造成，或者知道很可能会造成这一损害而毫不在意的行为或不行为所引起，则承运人无权享受责任限制的权利。

增加了“集装箱条款” 《海牙规则》没有关于集装箱运输的规定。《维斯比规则》增加“集装箱条款”，以适应国际集装箱运输发展的需要。该规则第二条第三款规定:“如果货物是用集装箱、托盘或类似的装运器具集装时，则提单中所载明的装在这种装运器具中的包数或件数，应视为本款中所述的包或件数;如果不在提单上注明件数，则以整个集装箱或托盘为一件计算。”该条款的意思是，如果提单上具体载明在集装箱内的货物包数或件数，计算责任限制的单位就按提单上所列的件数为准;否则，则将一个集装箱或一个托盘视为一件货物。

诉讼时效的延长

《海牙规则》规定，货物灭失或损害的诉讼时效为一年，从交付货物或应当交付货物之日起算。《维斯比规则》第一条第二款、第三款则补充规定，诉讼事由发生后，只要双方当事人同意，这一期限可以延长，明确了诉讼时效可经双方当事人协议延长的规定。对于追偿时效则规定，即使在规定的一年期满之后，只要是在受法院法律准许期间之内，便可向第三方提起索赔诉讼。但是准许的时间自提起诉讼的人已经解决索赔案件，或向其本人送达起诉状之日起算，不得少于三个月。

编辑本段

《维斯比规则》议定书

《维斯比规则》规定的承运人责任限制金额计算单位为法郎，并以黄金作为定值标准。由于黄金本身的价格是根据市场供求关系自由涨落的，所以以金法郎责任限制计算单位的实际价值也不能保持稳定。针对这一情况，1979年在布鲁塞尔召开有37国代表出席的外交会议上，通过了修订《海牙――维斯比规则》(Thel979Protocol to the

HagueRules)议定书。议定书将承运人责任限制的计算单位，由金法郎改为特别提款权(SpecialDrawingcenter，SDR)，按 15金法郎折合1SDR。议定书规定承运人的责任限制金额为每件或每单位666.67SDR，或按货物毛重计算每公斤2SDR，两者中以较高者

7

为准。但国内法规定不能使用特别提款权的缔约国，仍可以金法郎作为计算单位，该议

定书于1984年4月开始生效。

特别提款权是国际货币基金组织于1969年创设的，作为国际储备的货币单位。自

1981年1月1日起，特别提款权由5种世界上贸易出口额最高国家的货币，即美元、

德国马克、日元、法国法郎和英镑按每5年调整一次的比例构成。据基金会1990年10

月9日新闻公报，自1991年1月1日起，调整特别提款权构成比例为:美元40,，德

国马克21,，日元17,，法国法郎11,，英镑11,。此比例于1995年底以前不变。

特别提款权既为一种账面资产，又为一种联合货币，只是不在市场上流通、兑换。其价

格计算方法:首先将其构成中所含其他4种货币金额，按照当日伦敦外汇市场汇价分别

折算为等值美元，然后把所有美元值相加，即得出1单位特别提款权美元值。此特别提

款权价格由世界银行逐日挂牌公布。

编辑本段 维斯比规则(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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