蒙特利尔公约 英文版
蒙特利尔议定书
蒙特利尔议定书撰写时间: 2008-08-06 文章作者: 文章来源:《维也纳公约》签署2个月后，英国南极探险队队长J.Farman宣布，自从1977年开始观察南极上空以来，每年都在9～11月发现有“臭氧空洞”。
这个发现引起举世震惊。
1985年9月，为制定实质性控制措施的议定书，UNEP组织召开了专题讨论会。
同年10月，决定成立保护臭氧层工作组，从事制定议定书的工作。
1987年9月，由UNEP组织的“保护臭氧层公约关于含氯氟烃议定书全权代表大会”在加拿大蒙特利尔市召开。
出席会议的有36个国家、10个国际组织的140名代表和观察员，中国政府也派代表参加了会议。
9月16日，24个国家签署了《关于消耗臭氧层物质的蒙特利尔议定书》（以下简称《议定书》）。
中国政府认为这个《议定书》没有体现出发达国家是排放CFCs造成臭氧层耗减的主要责任者，对发展中国家提出的要求不公平，所以当时没有签定这个议定书。
由于保护臭氧层形势发展的需要，加上《议定书》制定时未能充分反映发展中国家的意见，在1989年5月赫尔辛基缔约方第1次会议之后，开始了《议定书》的修正工作。
1990年6月，在伦敦召开的缔约方第2次会议通过了《议定书》修正案。
由于修正案基本上反映了发展中国家的意愿，包括印度在内的许多发展中国家，都纷纷表示将加入修正后的《议定书》。
中国代表团在会上也表示将建议我国政府尽快加入修正后的《议定书》。
1991年6月14日，中国政府驻联合国代表团将加入修正后《议定书》的文件交给联合国秘书长。
在缔约方第3次会议上，中国政府代表团宣布了中国政府正式加入修正后《议定书》的决定。
一、《议定书》的内容《议定书》在前言中指出，有关消耗臭氧层物质生产和使用过程中的排放对臭氧层破坏产生直接的作用，因而对人类健康和环境造成了较大的负面影响。
基于预防审慎原则，国际社会应采取行动淘汰这些物质，加强研究和开发替代品。
这里特别指出，有关控制措施必须考虑发展中国家的特殊情况，特别是其资金和技术需求。
蒙特利尔条约介绍原版英文
BackgrounderThe 20th Anniversary of the Montreal Protocol – A Landmark Environmental TreatySeptember 16, 2007, marks a historic milestone: the 20th anniversary of the world’s most successfulinternational environmental treaty. The Montreal Protocol on Substances that Deplete the Ozone Layer has been signed by almost every country in the world: more than 190 countries are now Parties to the treaty. Across important climate benefits. The 20th anniversary provides us with an opportunity to assess the progress made so the planet, major corporations continue to make dramatic strides replacing ozone-depleting substances (ODS) with safer substitutes, which will slow and eventually reverse the thinning of the ozone layer as well as provide important climate benefits. The 20th anniversary provides us with an opportunity toassess the progress made so far, to thank the leaders in governments, the media, industry, and in the nonprofit sector who made it possible, and to recommit ourselves to the goals of the Montreal Protocol as well as to the vibrant partnerships that will help us realize these goals as we address the challenges ahead. In 1974, Nobel Prize-winning scientists Sherwood Rowland and Mario Molina posited that chlorofluorocarbons (CFCs) could deplete the stratospheric ozone layer. Subsequent research confirmed that commonly-used chemicals – many of them components of everyday consumer products - were destroying the ozone layer. By 1985, scientists saw a drastic thinning of the ozone layer over Antarctica, an annual phenomenon dubbed the “ozone hole.” Research since then has deepened our understanding of the causes and dangerous environmental and human health consequences of ozone depletion, showing that effects appear not just at the poles, but allover the world.Source: National Aeronautics Space AdministrationStratospheric ozone thinning over the Antarctic, September 2000This is true because a thinner ozone layer allows more ultraviolet radiation to reach the Earth’s surface,exposing humans and living systems to additional ultraviolet (UV) radiation. Overexposure to UV can cause a range of health effects, including skin cancer and other skin damage, eye damage leading to cataracts, suppression of the immune system, as well as ecological effects including crop damage, damage tophytoplankton, and potentially the marine food chain. Recognizing these dangers, on September 16, 1987,world leaders signed the Montreal Protocol. Since then, new scientific proofs of the urgency of ozone damage have led the world community to strengthen the treaty repeatedly.The treaty is designed to heal the ozone layer by ending production of ODS. In 1990, Congress amended the Clean Air Act to provide a framework for implementing the Montreal Protocol in the U.S. This framework has not only ensured the U.S. has consistently met or outperformed agreed-upon treaty deadlines for ending reliance on ODS, but also included innovative mechanisms to speed ozone layer protection: adding taxes to the cost of many ODS, requiring that ODS-containing products be labeled, and creating the Significant New Alternatives Policy program, allowing manufacturers and users to identify safer alternatives.The U.S., historically one of the largest ODS consumers, has been a leader in ending use while at the same time developing and commercializing safer substitutes. We have virtually ended production of the most damaging ODS - including CFCs, carbon tetrachloride, and halons – which were found in common industrial and consumer products such as coolants, refrigerants, aerosol cans, polystyrene cups, fire extinguishers, and packing peanuts. Second-generation replacements, such as hydrofluorochlorocarbons (HCFCs), themselves face production phase-outs, and will no longer be made in the U.S. by 2030. Developing countries are expected to complete their own phase-outs by 2040.U.S. Production of First-Generation ODS U.S. Production of Second-Generation ODSPhased Out on Schedule Being Phased Out on ScheduleKey to the success of the U.S. phase-out has been close collaboration with other Parties to the treaty, and with partners from all sectors of the U.S. economy. Many U.S. corporations have been innovative champions of ozone layer protection, sharing information and technology within industry sectors as well as with developing countries in an effort to create practical, rapid means of transition away from ODS and into safer alternatives. The Environmental and Public Health BenefitAlthough the stratospheric ozone layer has not yet healed, the thinning has slowed, and – assuming developed and developing countries continue to meet their Montreal Protocol goals – scientists anticipate recovery between 2060 and 2075. Efforts to protect the stratospheric ozone layer will produce an estimated $4.2 trillion in societal health benefits in the U.S. during the period from 1990 to 2165, and prevent an estimated 6.3 million premature deaths from skin cancer.Source: EPA: Achievements in Stratospheric Ozone Protection - Progress Report. April 2007.Since most ODS are also potent greenhouse gases, replacing them with ozone-safe substitutes can also reduce greenhouse gas emissions and slow climate change. Recent research has demonstrated that the climate impact of CFC, HCFC, and HFC emissions, compared to carbon dioxide emissions from fossil fuel combustion fell from about 33 percent in 1990 to about 10 percent in 2000.As we approach the 20th anniversary, the global success of the Montreal Protocol stands out as an ever-more significant landmark of international cooperation to avert severe environmental consequences. Major challenges remain, including the final phase-outs of key chemicals that damage the ozone layer, including the agricultural fumigant methyl bromide. In all these areas, decisive leadership has been vital to U.S. contributions to the global success of the Montreal Protocol. Continuing success in completing the important agenda of future work that faces the Parties will rely just as heavily on partnerships, vision, and the willingness to make difficult decisions and implement them rigorously.。
蒙特利尔议定书又称作蒙特利尔公约
蒙特利尔议定书又称作蒙特利尔公约，全名为“蒙特利尔破坏臭氧层物质管制议定书（Montreal Protocol on Substances that Depletethe Ozone Layer）”，是联合国为了避免工业产品中的氟氯碳化物对地球臭氧层继续造成恶化及损害，承续1985年保护臭氧层维也纳公约的大原则，于1987年9月16日邀请所属26个会员国在加拿大蒙特利尔所签署的环境保护公约。
该公约自1989年1月1日起生效。
蒙特利尔公约中对CFC-11、CFC-12、CFC-113、CFC-114、CFC-115等五项氟氯碳化物及三项海龙的生产做了严格的管制规定，并规定各国有共同努力保护臭氧层的义务，凡是对臭氧层有不良影响的活动，各国均应采取适当防治措施，影响的层面涉及电子光学清洗剂、冷气机、发泡剂、喷雾剂、灭火器……等等。
此外，公约中亦决定成立多边信托基金，援助发展中国家进行技术转移。
议定书中虽然规定将氟氯碳化物的生产冻结在1986年的规模，并要求发达国家在1988年减少50%的制造，同时自1994年起禁止海龙的生产。
但是1988年的春天，美国国家航空航天局发表了“全球臭氧趋势报告”，报告中指出全球遭破坏的臭氧层并不仅止于南极与北极的上空，也间接证实了蒙特利尔公约对于氟氯碳化物的管制仍嫌不足。
联合国有鉴于此，便于1990年6月在英国伦敦召开蒙特利尔公约缔约国第二次会议，并对公约内容作了大幅之修正，其中最为重要者即为扩大列管物质，除原先列管者之外，另增加CFC-13等10种物质、四氯化碳以及三氯乙烷，共计12种化学物质，并加速提前于2000年完全禁用上述物质。
之后联合国又陆续修订管制范围，包括1992年的哥本哈根修正案、1997年的蒙特利尔修正案、以及1999年的北京修正案。
其中最重要者为哥本哈根修正案，决议将发达国家的氟氯碳化物禁产时程提前至1996年1月实施，而非必要之消费量均严格禁止。
我国制冷剂的替代研究现状及发展自1987年《蒙特利尔议定书》签订以来，各国纷纷展开了对CFCs和HCFCs 物质的替代物的研究，在1997年签订《京都议定书》以前，CFCs和HCFCs类的制冷剂替代研究主要以保护臭氧为目的，主要研制HCFs类制冷剂。
蒙特利尔公约
蒙特利尔公约[1999年]本公约的当事国：认识到一九二九年十月十二日在华沙签订的《统一国际航空运输某些规则的公约》(以下称“华沙公约”)，和其他有关文件在统一国际航空私法方面作出的重要贡献；认识到使华沙公约和相关文件现代化和一体化的必要性；认识到确保国际航空运输消费者的利益的重要性，以及在恢复性赔偿原则的基础上提供公平赔偿的必要性；重申按照一九四四年十二月七日订于芝加哥的《国际民用航空公约》的原则和宗旨对国际航空运输运营的有序发展以及旅客、行李和货物通畅流动的愿望；确信国家间采取集体行动，通过制定一项新公约来增进对国际航空运输某些规则的一致化和法典化是获得公平的利益平衡的最适当方法；达成协议如下：第一章总则第一条适用范围一、本公约适用于所有以航空器运送人员、行李或者货物而收取报酬的国际运输。
本公约同样适用于航空运输企业以航空器履行的免费运输。
二、就本公约而言，“国际运输”系指根据当事人的约定，不论在运输中有无间断或者转运，其出发地点和目的地点是在两个当事国的领土内，或者在一个当事国的领土内，而在另一国的领土内有一个约定的经停地点的任何运输，即使该国为非当事国。
就本公约而言，在一个当事国的领土内两个地点之间的运输，而在另一国的领土内没有约定的经停地点的，不是国际运输。
三、运输合同各方认为几个连续的承运人履行的运输是一项单一的业务活动的，无论其形式是以一个合同订立或者一系列合同订立，就本公约而言，应当视为一项不可分割的运输，并不仅因其中一个合同或者一系列合同完全在同一国领土内履行而丧失其国际性质。
四、本公约同样适用于第五章规定的运输，除非该章另有规定。
第二条国家履行的运输和邮件运输一、本公约适用于国家或者依法成立的公共机构在符合第一条规定的条件下履行的运输。
二、在邮件运输中，承运人仅根据适用于承运人和邮政当局之间关系的规则，对有关的邮政当局承担责任。
三、除本条第二款规定外，本公约的规定不适用于邮件运输。
蒙特利尔公约的主要内容
蒙特利尔公约简介蒙特利尔公约（Montreal Protocol）是一项全球性的环境合约，于1987年9月16日由联合国环境规划署（UNEP）在加拿大蒙特利尔召开的第二届全球环境会议上通过。
该公约的目标是限制臭氧层破坏物质的生产和消费，并逐步消除它们的使用，以保护地球上的臭氧层不被进一步破坏。
臭氧层是地球上的一个重要层，位于距离地球表面约10至50公里的大气层中，能够过滤掉太阳光中的紫外线辐射。
然而，由于人类活动的影响，如工业化进程中的化学物质的大量排放，导致大气中的臭氧层逐渐受到破坏。
破坏臭氧层将导致紫外线辐射增加，对地球上的生物多样性、气候模式、农业和人类健康造成严重威胁。
为了解决这一问题，各国达成共识，制定了蒙特利尔公约，成为第一个有效控制国际化学物质的全球性环境条约。
主要内容1. 目标和原则蒙特利尔公约的主要目标是通过全球范围内限制和逐步消除臭氧层破坏物质的生产和消费，保护臭氧层。
公约以以下原则为指导：•公正和公平原则：各成员国将根据自身发展水平和需求确定和执行减排措施，但同时也要考虑到全球环境公平和稳定的因素；•预防原则：减少和避免可能对地球的臭氧层造成损害的化学物质的生产和使用；•协作原则：各国之间加强对技术研究与开发、信息交流、教育和培训的支持，共同应对臭氧层问题。
2. 控制和减排措施为了实现公约的目标，各成员国承担以下责任：•控制生产和消费：各国需要建立国家机制来控制和监测生产和消费臭氧层破坏物质的行为，并提供相关信息报告给公约的执行机构；•逐步消除使用：各国需要制定国家计划，逐步减少并最终消除对臭氧层破坏物质的使用，采取相关政策和措施实现这一目标；•技术合作和资助：发达国家要向发展中国家提供技术和财政支持，帮助其实施减排措施。
3. 与其他国际组织和公约的关系蒙特利尔公约与其他国际组织和公约之间保持紧密联系，特别是与生态系统的保护、温室气体减排和全球气候变化有关的公约。
各成员国应加强与其他公约的协调合作，共同推动环境保护和可持续发展。
1999年蒙特利尔公约(中英文)
对于根据第十七条第一款所产生的损害赔偿每名旅客超过100,000特别提款
损失不是由于承运人或者其受雇人、代理人的过失或者其他不当作为、
损失完全是由第三人的过失或者其他不当作为、不作为造成的。
延误、行李和货物的责任限额
在人员运输中因第十九条所指延误造成损失的，承运人对每名旅客的责任以
特别提款权为限。
当事国不是国际货币基金组织
用特别提款权表示的其国家货币的价值，应当按照该国所确定的办法计
但是，非国际货币基金组织成员并且其法律不允许适用本条第一款规定的国
1,500,000货币单位为限；就第
62,500货币单位为限；就第
15,000货币单位为限；就第
承运人的责任以每公斤250货币单位为限。此种货币单位
关于货物性质的凭证 在需要履行海关、警察和类似公共当局的手续
托运人可以被要求出具标明货物性质的凭证。此项规定对承运人不造成任何
航空货运单的说明
“交承运人”，由托运人签字。第二份应当注明“交收货人”，
第三份由承运人签字，承运人在接受货物后应当将其交
承运人根据托运人的请求填写航空货运单的，在没有相反证明的情况下，应
特别提款权为限，除非旅客在向承运人交运托运行李时，特别声明在目的
并在必要时支付附加费。在此种情况下，除承运人证明旅客
承运人在声明金额范围内
特别提款权为限，除非托运人在向承运人交运包件时，特别声明在目的地点
并在必要时支付附加费。在此种情况下，除承运人证明托运人声
承运人在声明金额范围内
仅为该包件或者该数包件的总重量。但是，因货物
但就该部分运输而言该另一当事人又不是本公约所指的
适用本章的规定。在没有相反证明时，此种授权应当被推定为是
蒙特利尔公约英文版资料
Convention for the Unification of Certain Rules for International Carriage by AirMontreal, 28 May 1999Convention for the Unification of Certain Rules for International Carriage by Air (Montreal, 28 May 1999)Chapter 1 - General ProvisionsChapter II - Documentation and Duties of the Parties Relating to the Carriage of Passengers, Baggage and CargoChapter III - Liability of the Carrier and Extent of Compensation for DamageArticle 20 - Exoneration 0If the carrier proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he or she derives his or her rights, the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage. When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger, the carrier shall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of that passenger. This Article applies to all the liability provisions in this Convention, including paragraph 1 of Article 21.thereafter, declare that the limit of liability of thecarrier prescribed in Article 21 is fixed at a sum of1,500,000 monetary units per passenger in judicial proceedings in their territories; 62,500 monetaryunits per passenger with respect to paragraph 1 ofArticle 22; 15,000 monetary units per passenger with respect to paragraph 2 of Article 22; and 250 monetary units per kilogram with respect to paragraph 3 of Article 22. This monetary unit corresponds to sixty-five and a half milligrams of goldof millesimal fineness nine hundred. These sums maybe converted into the national currency concerned inround figures. The conversion of these sums into national currency shall be made according to the lawof the State concerned.3.The calculation mentioned in the last sentence of paragraph I of this Article and the conversion method mentioned in paragraph 2 of this Article shall be made in such manner as to express in the national currency of the State Party as far as possible the same real value for the amounts in Articles 21 and 22 as would result from the application of the first three sentences of paragraph 1 of this Article. States Parties shall communicate to the depositary the manner of calculation pursuant to paragraph 1 of this Article, or the result of the conversion in paragraph 2 of this Article as the case may be, when depositing an instrument of ratification, acceptance, approval of or accession to this Convention and whenever there is a change in either.majority of the States Parties register their disapproval, the revision shall not become effectiveand the Depositary shall refer the matter to a meetingof the States Parties. The Depositary shall immediately notify all States Parties of the coming intoforce of any revision.3.Notwithstanding paragraph 1 of this Article, the procedure referred to in paragraph 2 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph 1 has exceeded 30 percent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision. Subsequent reviews using the procedure described in paragraph 1 of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph.provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result.Chapter IV - Combined CarriageChapter V - Carriage by Air Performed by a Person other than the Contracting CarrierConvention with a passenger or consignor or with a person acting on behalf of the passenger or consignor, and another person (hereinafter referred to as "the actual carrier") performs, by virtue of authority from the contracting carrier, the whole or part of the carriage, but is not with respect to such part a successive carrier within the meaning of this Convention. Such authority shall be presumed in the absence of proof to the contrary.contracting carrier shall, if they prove that they acted within the scope of their employment, be entitled to avail themselves of the conditions and limits of liability which are applicable under this Convention to the carrier whose servant or agent they are, unless it is proved that they acted in a manner that prevents the limits of liability from being invoked in accordance with this Convention.Chapter VI - Other ProvisionsChapter VII - Final Clauses。
1999年蒙特利尔公约(中英文)
统一国际航空运输某些规则的公约（蒙特利尔，1999）本公约的当事国；认识到一九二九年十月十二日在华沙签订的《统一国际航空运输某些规则的公约》（以下称“华沙公约”），和其他有关文件在统一国际航空私法方面作出的重要贡献；认识到使华沙公约和相关文件现代化和一体化的必要性；认识到确保国际航空运输消费者的利益的重要性，以及在恢复性赔偿原则的基础上提供公平赔偿的必要性；重申按照一九四四年十二月七日订于芝加哥的《国际民用航空公约》的原则和宗旨对国际航空运输运营的有序发展以及旅客、行李和货物通畅流动的愿望；确信国家间采取集体行动，通过制定一项新公约来增进对国际航空运输某些规则的一致化和法典化是获得公平的利益平衡的最适当方法；达成协议如下：第一章总则第一条适用范围一、本公约适用于所有以航空器运送人员、行李或者货物而收取报酬的国际运输。
本公约同样适用于航空运输企业以航空器履行的免费运输。
二、就本公约而言，“国际运输”系指根据当事人的约定，不论在运输中有无间断或者转运，其出发地点和目的地点是在两个当事国的领土内，或者在一个当事国的领土内，而在另一国的领土内有一个约定的经停地点的任何运输，即使该国为非当事国。
就本公约而言，在一个当事国的领土内两个地点之间的运输，而在另一国的领土内没有约定的经停地点的，不是国际运输。
三、运输合同各方认为几个连续的承运人履行的运输是一项单一的业务活动的，无论其形式是以一个合同订立或者一系列合同订立，就本公约而言，应当视为一项不可分割的运输，并不仅因其中一个合同或者一系列合同完全在同一国领土内履行而丧失其国际性质。
四、本公约同样适用于第五章规定的运输，除非该章另有规定。
第二条国家履行的运输和邮件运输一、本公约适用于国家或者依法成立的公共机构在符合第一条规定的条件下履行的运输。
二、在邮件运输中，承运人仅根据适用于承运人和邮政当局之间关系的规则，对有关的邮政当局承担责任。
三、除本条第二款规定外，本公约的规定不适用于邮件运输。
蒙特利尔公约适用范围
蒙特利尔公约适用范围一、背景介绍蒙特利尔公约（Montreal Protocol）是一项全球性的环境保护协议，于1987年9月16日在加拿大蒙特利尔签署而得名。
该公约的目标是保护地球的臭氧层，减少和消除对臭氧层的破坏。
臭氧层是地球大气中的一层臭氧，能够过滤掉太阳紫外线中的大部分紫外B辐射，对维护生态平衡和人类健康至关重要。
二、公约内容蒙特利尔公约的主要内容包括以下几个方面：1. 目标和原则公约的目标是通过逐步减少和消除对臭氧层的破坏，保护人类和生物多样性免受紫外线辐射的危害。
公约还明确了可持续发展和技术转让的原则，以确保环境保护与经济发展相协调。
2. 物质管制公约规定了一系列对臭氧层破坏物质的管制措施。
其中最重要的是氯氟化碳（CFCs）、卤代烃（Halons）和溴化物（Bromides）。
公约要求各缔约国逐步减少和消除这些物质的生产和使用，以降低它们对臭氧层的破坏。
3. 时间表和措施公约设立了一个时间表，规定了各缔约国在减少和消除破坏物质方面的具体措施和时间要求。
根据时间表，各缔约国需要逐步减少和消除破坏物质的生产和使用，直到完全消除。
4. 技术支持和资金援助公约承认发展中国家在减少和消除破坏物质方面面临的困难和挑战，并提供技术支持和资金援助。
发达国家承诺向发展中国家提供技术转让和资金援助，以帮助其实施公约要求。
5. 监测和评估公约要求各缔约国建立监测和评估机制，对破坏物质的生产、使用和排放进行监测，并定期提交相关数据和报告。
这些数据和报告将用于评估公约的实施情况和效果。
三、适用范围蒙特利尔公约适用于全球范围内的所有国家和地区。
任何国家只要签署并批准了公约，就成为公约的缔约国，有责任履行公约规定的各项义务。
公约的适用范围包括以下几个方面：1. 缔约国的义务根据公约规定，缔约国有责任采取一系列措施来减少和消除破坏物质的生产和使用。
这些措施包括：立法禁止或限制破坏物质的生产和使用；制定和实施相关政策和措施；加强监测和评估；提供技术支持和资金援助等。
蒙特利尔公约
蒙特利尔公约简介1971年《蒙特利尔公约》(The Montreal Convention)，全称为《制止危害民用航空安全的非法行为的公约》（The Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation），于1971年9月23日在蒙特利尔签署，1973年1月26日生效。
《海牙公约》惩治的犯罪主要针对非法劫持或控制正在飞行中的航空器，但是，危害国际航空安全的犯罪无处不在，世界各地还经常发生直接破坏航空器的犯罪，甚至发生破坏机场地面上正在使用中的航空器及其航行设施等犯罪。
基于犯罪行为的多样性，《海牙公约》显然不足以维护国际民用航空运输的安全。
1970年2月初，正当国际民航组织法律委员会举行第17次会议讨论草拟海牙公约时，在2月21日的同一天里，连续发生了两起在飞机上秘密放置炸弹引起空中爆炸的事件，震撼了整个国际社会。
于是，国际民航组织准备起草一个非法干扰国际民用航空（非法劫机之外）的公约草案，即后来的《蒙特利尔公约》草约。
《蒙特利尔公约》的目的是为了通过国际合作，惩治从地面破坏航空运输安全的犯罪行为，使之成为《海牙公约》的姊妹篇。
公约在第1条详细而具体地规定了犯罪的行为方式，弥补了《东京公约》和《海牙公约》的不足：1、对飞行中的航空器内的人从事暴力行为，如该行为将会危及该航空器的安全；或2、破坏使用中的航空器或对该航空器造成损坏，使其不能飞行或将会危及其飞行安全；或3、用任何方法在使用中的航空器内放置或使别人放置一种将会破坏该航空器或对其造成损坏使其不能飞行或对其造成损坏而将会危及其飞行安全的装置或物质；或4、破坏或损坏航行设备或妨碍其工作，如任何此种行为将会危及飞行中航空器的安全；或5、传送他明知是虚假的情报，从而危及飞行中的航空器的安全。
任何人如果他从事下述行为，也是犯有罪行：1、企图犯本条第一款所指的任何罪行；或2、是犯有或企图犯任何此种罪行的人的同犯。
1971年《蒙特利尔公约》——《关于制止危害民用航空安全的非法行为的公约》
关于制止危害民用航空安全的非法行为的公约（1971年9月23日订于蒙特利尔）本公约各缔约国：考虑到危害民用航空安全的非法行为危及人身和财产的安全，严重影响航班的经营，并损害世界人民对民用航空安全的信任；考虑到发生这些行为是令人严重关切的事情；考虑到为了防止这类行为，迫切需要规定适当的措施以惩罚罪犯；协议如下：第一条一、任何人如果非法地和故意地从事下述行为，即是犯有罪行：（一）对飞行中的航空器内的人从事暴力行为，如该行为将会危及该航空器的安全；或（二）破坏使用中的航空器或对该航空器造成损坏，使其不能飞行或将会危及其飞行安全；或（三）用任何方法在使用中的航空器内放置或使别人放置一种将会破坏该航空器或对其造成损坏使其不能飞行或对其造成损坏而将会危及其飞行安全的装置或物质；或（四）破坏或损坏航行设备或妨碍其工作，如任何此种行为将会危及飞行中航空器的安全；或（五）传送他明知是虚假的情报，从而危及飞行中的航空器的安全。
二、任何人如果他从事下述行为，也是犯有罪行：（一）企图犯本条第一款所指的任何罪行；或（二）是犯有或企图犯任何此种罪行的人的同犯。
第二条在本公约中：（一）航空器从装载完毕、机仓外部各门均已关闭时起，直至打开任一机仓门以便卸载时为止，应被认为是在飞行中；航空器强迫降落时，在主当局接管对该航空器及其所载人员和财产的责任前，应被认为仍在飞行中。
（二）从地面人员或机组为某一特定飞行而对航空器进行飞行前的准备时起，直到降落后二十四小时止，该航空器应被认为是在使用中；在任何情况下，使用的期间应包括本条甲款所规定的航空器是在飞行中的整个时间。
第三条各缔约国承允对第一条所指的罪行给予严厉惩罚。
第四条一、本公约不适用于供军事、海关或警察用的航空器。
二、在第一条第一款（一）、（二）、（三）和（四）各项所指情况下，不论航空器是从事国际飞行或国内飞行，本公约均应适用，只要：（一）航空器的实际或预定起飞或降落地点是在该航空器登记国领土以外；或（二）罪行是在该航空器登记国以外的一国领土内发生的。
蒙特利尔公约英语
蒙特利尔公约英语The Montreal Protocol is an international treaty designed to protect the ozone layer by phasing out the production and consumption of ozone-depleting substances. It was adopted in 1987 and has since been ratified by 197 parties, making it one of the most successful environmental agreements in history.The protocol sets out a timetable for the phase-out of ozone-depleting substances, such as chlorofluorocarbons (CFCs) and hydrochlorofluorocarbons (HCFCs), and requires countries to take measures to control their production, consumption, and trade. The ultimate goal of the protocol is to restore the ozone layer to its pre-industrial levels and prevent the harmful effects of increased ultraviolet radiation on human health and the environment.Thanks to the Montreal Protocol, the production and consumption of most ozone-depleting substances have been significantly reduced, and the ozone layer is showing signs of recovery. This has not only helped protect human health and the environment but has also contributed to mitigating climate change, as many ozone-depleting substances are also potent greenhouse gases.The success of the Montreal Protocol can be attributed to its strong scientific basis, its innovative policy and regulatory measures, and its inclusive and transparent decision-making process. The protocol has also been successful in promoting international cooperation and technology transfer, and has served as a model for addressing other global environmental issues.However, challenges remain, particularly in ensuring the full implementation of the protocol in developing countries and in preventing the use of illegal ozone-depleting substances. There is also a need to continue monitoring the ozone layer and to address new and emerging threats to its recovery, such as the potential impact of climate change on ozone depletion.In conclusion, the Montreal Protocol is a shining example of international cooperation and environmental stewardship. It has played a crucial role in protecting the ozone layer and has provided a framework for addressing other global environmental challenges. As the world continues to face new environmental threats, the lessons learned from the Montreal Protocol will be invaluable in guiding future efforts to protect the planet for current and future generations.。
蒙特利尔公约-EV-1999
Convention for the Unification of Certain Rules for International Carriage by Air-Montreal,28May1999copy@ContentsConvention for the Unification of Certain Rules for International Carriage by Air (Montreal,28May1999)1 Chapter1-General Provisions1 Article1-Scope of application (1)Article2-Carriage performed by State and carriage of postal items (2)Chapter II-Documentation and Duties of the Parties Relating to the Carriage of Passengers,Baggage and Cargo2 Article3-Passengers and baggage (2)Article4-Cargo (3)Article5-Contents of air waybill or cargo receipt (3)Article6-Document relating to the nature of the cargo (3)Article7-Description of air waybill (3)Article8-Documentation for multiple packages (3)Article9-Non-compliance with documentary requirements (4)Article10-Responsibility for particulars of documentation (4)Article11-Evidentiary value of documentation (4)Article12-Right of disposition of cargo (5)Article13-Delivery of the cargo (5)Article14-Enforcement of the rights of consignor and consignee (5)Article15-Relations of consignor and consignee or mutual relations of third parties (6)Article16-Formalities of customs,police or other public authorities (6)Chapter III-Liability of the Carrier and Extent of Compensation for Damage6 Article17-Death and injury of passengers-damage to baggage (6)Article18-Damage to cargo (7)Article19-Delay (7)Article20-Exoneration (7)Article21-Compensation in case of death or injury of passengers (8)Article22-Limits of liability in relation to delay,baggage and cargo (8)Article23-Conversion of monetary units (9)Article24-Review of limits (10)Article25-Stipulation on limits (11)Article26-Invalidity of contractual provisions (11)Article27-Freedom to contract (11)Article28-Advance payments (11)Article29-Basis of claims (11)Article30-Servants,agents-aggregation of claims (11)Article31-Timely notice of complaints (12)Article32-Death of person liable (12)Article33-Jurisdiction (12)Article34-Arbitration (13)Article35-Limitation of actions (13)Article36-Successive carriage (13)Article37-Right of recourse against third parties (14)Chapter IV-Combined Carriage14 Article38-Combined carriage (14)Chapter V-Carriage by Air Performed by a Person other than the Contracting Carrier14 Article39-Contracting carrier-actual carrier (14)Article40-Respective liability of contracting and actual carriers (15)Article41-Mutual liability (15)Article42-Addressee of complaints and instructions (15)Article43-Servants and agents (15)Article44-Aggregation of damages (16)Article45-Addressee of claims (16)Article46-Additional jurisdiction (16)Article47-Invalidity of contractual provisions (16)Article48-Mutual relations of contracting and actual carriers (16)Chapter VI-Other Provisions17 Article49-Mandatory application (17)Article50-Insurance (17)Article51-Carriage performed in extraordinary circumstances (17)Article52-Definition of days (17)Chapter VII-Final Clauses17 Article53-Signature,ratification and entry into force (17)Article54-Denunciation (18)Article55-Relationship with other Warsaw Convention instruments (18)Article56-States with more than one system of law (19)Article57-Reservations (20)Metadata21 SiSU Metadata,document information (21)Convention for the Unification of Certain Rules for International1 Carriage by Air(Montreal,28May1999)THE STATES PARTIES TO THIS CONVENTION2RECOGNIZING the significant contribution of the Convention for the Unification of Cer-3 tain Rules relating to International Carriage by Air signed in Warsaw on12October 1929,hereinafter referred to as the“Warsaw Convention”,and other related instru-ments to the harmonization of private international air law;RECOGNIZING the need to modernize and consolidate the Warsaw Convention and4 related instruments;RECOGNIZING the importance of ensuring protection of the interests of consumers5 in international carriage by air and the need for equitable compensation based on the principle of restitution;REAFFIRMING the desirability of an orderly development of international air transport6 operations and the smooth flow of passengers,baggage and cargo in accordance with the principles and objectives of the Convention on International Civil Aviation,done at Chicago on7December1944;CONVINCED that collective State action for further harmonization and codification of7 certain rules governing international carriage by air through a new Convention is the most adequate means of achieving an equitable balance of interests;HAVE AGREED AS FOLLOWS:8 Chapter1-General Provisions9 Article1-Scope of application10 1.This Convention applies to all international carriage of persons,baggage or cargo11 performed by aircraft for reward.It applies equally to gratuitous carriage by aircraft performed by an air transport undertaking.2.For the purposes of this Convention,the expression“international carriage”means12 any carriage in which,according to the agreement between the parties,the place of departure and the place of destination,whether or not there be a break in the carriageor a transhipment,are situated either within the territories of two States Parties,or within the territory of a single State Party if there is an agreed stopping place within the territory of another State,even if that State is not a State Party.Carriage between two points within the territory of a single State Party without an agreed stopping place within the territory of another State is not international carriage for the purposes of this Convention.3.Carriage to be performed by several successive carriers is deemed,for the purposes13 of this Convention,to be one undivided carriage if it has been regarded by the parties asa single operation,whether it had been agreed upon under the form of a single contractor of a series of contracts,and it does not lose its international character merely because one contract or a series of contracts is to be performed entirely within the territory of the same State.4.This Convention applies also to carriage as set out in Chapter V,subject to the terms14 contained therein.Article2-Carriage performed by State and carriage of postal items15 1.This Convention applies to carriage performed by the State or by legally constituted16 public bodies provided it falls within the conditions laid down in Article1.2.In the carriage of postal items,the carrier shall be liable only to the relevant postal17 administration in accordance with the rules applicable to the relationship between the carriers and the postal administrations.3.Except as provided in paragraph2of this Article,the provisions of this Convention18 shall not apply to the carriage of postal items.Chapter II-Documentation and Duties of the Parties Relating to the19 Carriage of Passengers,Baggage and CargoArticle3-Passengers and baggage20 1.In respect of carriage of passengers,an individual or collective document of carriage21 shall be delivered containing:(a)an indication of the places of departure and destination;22(b)if the places of departure and destination are within the territory of a single State23 Party,one or more agreed stopping places being within the territory of another State,an indication of at least one such stopping place.2.Any other means which preserves the information indicated in paragraph1may24 be substituted for the delivery of the document referred to in that paragraph.If any such other means is used,the carrier shall offer to deliver to the passenger a written statement of the information so preserved.3.The carrier shall deliver to the passenger a baggage identification tag for each piece25 of checked baggage.4.The passenger shall be given written notice to the effect that where this Convention26 is applicable it governs and may limit the liability of carriers in respect of death or injury and for destruction or loss of,or damage to,baggage,and for delay.5.Non-compliance with the provisions of the foregoing paragraphs shall not affect the27 existence or the validity of the contract of carriage,which shall,nonetheless,be subjectto the rules of this Convention including those relating to limitation of liability.Article4-Cargo281.In respect of the carriage of cargo,an air waybill shall be delivered.292.Any other means which preserves a record of the carriage to be performed may30 be substituted for the delivery of an air waybill.If such other means are used,the carrier shall,if so requested by the consignor,deliver to the consignor a cargo receipt permitting identification of the consignment and access to the information contained in the record preserved by such other means.Article5-Contents of air waybill or cargo receipt31 The air waybill or the cargo receipt shall include:32(a)an indication of the places of departure and destination;33(b)if the places of departure and destination are within the territory of a single State34 Party,one or more agreed stopping places being within the territory of another State,an indication of at least one such stopping place;and(c)an indication of the weight of the consignment.35Article6-Document relating to the nature of the cargo36 The consignor may be required,if necessary,to meet the formalities of customs,po-37 lice and similar public authorities to deliver a document indicating the nature of the cargo.This provision creates for the carrier no duty,obligation or liability resulting therefrom.Article7-Description of air waybill381.The air waybill shall be made out by the consignor in three original parts.392.The first part shall be marked“for the carrier”;it shall be signed by the consignor.40 The second part shall be marked“for the consignee”;it shall be signed by the consignor and by the carrier.The third part shall be signed by the carrier who shall hand it to the consignor after the cargo has been accepted.3.The signature of the carrier and that of the consignor may be printed or stamped.414.If,at the request of the consignor,the carrier makes out the air waybill,the carrier42 shall be deemed,subject to proof to the contrary,to have done so on behalf of the consignor.Article8-Documentation for multiple packages43 When there is more than one package:44(a)the carrier of cargo has the right to require the consignor to make out separate air45 waybills;(b)the consignor has the right to require the carrier to deliver separate cargo receipts46 when the other means referred to in paragraph2of Article4are used.Article9-Non-compliance with documentary requirements47 Non-compliance with the provisions of Articles4to8shall not affect the existence or48 the validity of the contract of carriage,which shall,nonetheless,be subject to the rulesof this Convention including those relating to limitation of liability.Article10-Responsibility for particulars of documentation49 1.The consignor is responsible for the correctness of the particulars and statements50 relating to the cargo inserted by it or on its behalf in the air waybill or furnished by it oron its behalf to the carrier for insertion in the cargo receipt or for insertion in the record preserved by the other means referred to in paragraph2of Article4.The foregoing shall also apply where the person acting on behalf of the consignor is also the agent of the carrier.2.The consignor shall indemnify the carrier against all damage suffered by it,or by any51 other person to whom the carrier is liable,by reason of the irregularity,incorrectness or incompleteness of the particulars and statements furnished by the consignor or on its behalf.3.Subject to the provisions of paragraphs1and2of this Article,the carrier shall indem-52 nify the consignor against all damage suffered by it,or by any other person to whom the consignor is liable,by reason of the irregularity,incorrectness or incompleteness of the particulars and statements inserted by the carrier or on its behalf in the cargo receipt orin the record preserved by the other means referred to in paragraph2of Article4.Article11-Evidentiary value of documentation53 1.The air waybill or the cargo receipt is prima facie evidence of the conclusion of the54 contract,of the acceptance of the cargo and of the conditions of carriage mentioned therein.2.Any statements in the air waybill or the cargo receipt relating to the weight,dimen-55 sions and packing of the cargo,as well as those relating to the number of packages, are prima facie evidence of the facts stated;those relating to the quantity,volume and condition of the cargo do not constitute evidence against the carrier except so far as they both have been,and are stated in the air waybill or the cargo receipt to have been, checked by it in the presence of the consignor,or relate to the apparent condition of the cargo.Article12-Right of disposition of cargo56 1.Subject to its liability to carry out all its obligations under the contract of carriage,57 the consignor has the right to dispose of the cargo by withdrawing it at the airport of departure or destination,or by stopping it in the course of the journey on any landing,or by calling for it to be delivered at the place of destination or in the course of the journey to a person other than the consignee originally designated,or by requiring itto be returned to the airport of departure.The consignor must not exercise this rightof disposition in such a way as to prejudice the carrier or other consignors and must reimburse any expenses occasioned by the exercise of this right.2.If it is impossible to carry out the instructions of the consignor,the carrier must so58 inform the consignor forthwith.3.If the carrier carries out the instructions of the consignor for the disposition of the59 cargo without requiring the production of the part of the air waybill or the cargo receipt delivered to the latter,the carrier will be liable,without prejudice to its right of recovery from the consignor,for any damage which may be caused thereby to any person whois lawfully in possession of that part of the air waybill or the cargo receipt.4.The right conferred on the consignor ceases at the moment when that of the con-60 signee begins in accordance with Article13.Nevertheless,if the consignee declines to accept the cargo,or cannot be communicated with,the consignor resumes its right of disposition.Article13-Delivery of the cargo61 1.Except when the consignor has exercised its right under Article12,the consignee is62 entitled,on arrival of the cargo at the place of destination,to require the carrier to deliver the cargo to it,on payment of the charges due and on complying with the conditions of carriage.2.Unless it is otherwise agreed,it is the duty of the carrier to give notice to the con-63 signee as soon as the cargo arrives.3.If the carrier admits the loss of the cargo,or if the cargo has not arrived at the ex-64 piration of seven days after the date on which it ought to have arrived,the consigneeis entitled to enforce against the carrier the rights which flow from the contract of car-riage.Article14-Enforcement of the rights of consignor and consignee65 The consignor and the consignee can respectively enforce all the rights given to them66 by Articles12and13,each in its own name,whether it is acting in its own interest orin the interest of another,provided that it carries out the obligations imposed by the contract of carriage.Article15-Relations of consignor and consignee or mutual relations of third67 parties1.Articles12,13and14do not affect either the relations of the consignor and the con-68 signee with each other or the mutual relations of third parties whose rights are derived either from the consignor or from the consignee.2.The provisions of Articles12,13and14can only be varied by express provision in69 the air waybill or the cargo receipt.Article16-Formalities of customs,police or other public authorities70 1.The consignor must furnish such information and such documents as are necessary71 to meet the formalities of customs,police and any other public authorities before the cargo can be delivered to the consignee.The consignor is liable to the carrier for any damage occasioned by the absence,insufficiency or irregularity of any such informa-tion or documents,unless the damage is due to the fault of the carrier,its servants or agents.2.The carrier is under no obligation to enquire into the correctness or sufficiency of72 such information or documents.Chapter III-Liability of the Carrier and Extent of Compensation for73 DamageArticle17-Death and injury of passengers-damage to baggage74 1.The carrier is liable for damage sustained in case of death or bodily injury of a75 passenger upon condition only that the accident which caused the death or injury took place on board the aircraft or in the course of any of the operations of embarking or disembarking.2.The carrier liable for damage sustained in case of destruction or loss of,or of damage76 to,checked baggage upon condition only that the event which caused the destruction, loss or damage took place on board the aircraft or during any period within which the checked baggage was in the charge of the carrier.However,the carrier is not liable if and to the extent that the damage resulted from the inherent defect,quality or vice of the baggage.In the case of unchecked baggage,including personal items,the carrieris liable if the damage resulted from its fault or that of its servants or agents.3.If the carrier admits the loss of the checked baggage,or if the checked baggage77 has not arrived at the expiration of twenty-one days after the date on which it ought to have arrived,the passenger is entitled to enforce against the carrier the rights which flow from the contract of carriage.4.Unless otherwise specified,in this Convention the term“baggage”means both78 checked baggage and unchecked baggage.Article18-Damage to cargo79 1.The carrier is liable for damage sustained in the event of the destruction or loss of80 or damage to,cargo upon condition only that the event which caused the damage so sustained took place during the carriage by air.2.However,the carrier is not liable if and to the extent it proves that the destruction,or81 loss of,or damage to,the cargo resulted from one or more of the following:(a)inherent defect,quality or vice of that cargo;82(b)defective packing of that cargo performed by a person other than the carrier or its83 servants or agents;(c)an act of war or an armed conflict;84(d)an act of public authority carried out in connection with the entry,exit or transit of85 the cargo.3.The carriage by air within the meaning of paragraph1of this Article comprises the86 period during which the cargo is in the charge of the carrier.4.The period of the carriage by air does not extend to any carriage by land,by sea87 or by inland waterway performed outside an airport.If,however,such carriage takes place in the performance of a contract for carriage by air,for the purpose of loading, delivery or transhipment,any damage is presumed,subject to proof to the contrary,to have been the result of an event which took place during the carriage by air.If a carrier, without the consent of the consignor,substitutes carriage by another mode of transportfor the whole or part of a carriage intended by the agreement between the parties to be carriage by air,such carriage by another mode of transport is deemed to be within the period of carriage by air.Article19-Delay88 The carrier is liable for damage occasioned by delay in the carriage by air of passengers,89 baggage or cargo.Nevertheless,the carrier shall not be liable for damage occasionedby delay if it proves that it and its servants and agents took all measures that could reasonably be required to avoid the damage or that it was impossible for it or them to take such measures.Article20-Exoneration90 If the carrier proves that the damage was caused or contributed to by the negligence or91 other wrongful act or omission of the person claiming compensation,or the person from whom he or she derives his or her rights,the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage.When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger,the carriershall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful actor omission of that passenger.This Article applies to all the liability provisions in this Convention,including paragraph1of Article21.Article21-Compensation in case of death or injury of passengers92 1.For damages arising under paragraph1of Article17not exceeding100,000Special93 Drawing Rights for each passenger,the carrier shall not be able to exclude or limit its liability.2.The carrier shall not be liable for damages arising under paragraph1of Article17to94 the extent that they exceed for each passenger100,000Special Drawing Rights if the carrier proves that:(a)such damage was not due to the negligence or other wrongful act or omission of the95 carrier or its servants or agents;or(b)such damage was solely due to the negligence or other wrongful act or omission of96 a third party.Article22-Limits of liability in relation to delay,baggage and cargo97 1.In the case of damage caused by delay as specified in Article19in the carriage of98 persons,the liability of the carrier for each passenger is limited to4,150Special Drawing Rights.2.In the carriage of baggage,the liability of the carrier in the case of destruction,loss,99 damage or delay is limited to1,000Special Drawing Rights for each passenger unlessthe passenger has made,at the time when the checked baggage was handed over tothe carrier,a special declaration of interest in delivery at destination and has paid a supplementary sum if the case so requires.In that case the carrier will be liable to paya sum not exceeding the declared sum,unless it proves that the sum is greater thanthe passenger's actual interest in delivery at destination.3.In the carriage of cargo,the liability of the carrier in the case of destruction,loss,100 damage or delay is limited to a sum of17Special Drawing Rights per kilogram,unlessthe consignor has made,at the time when the package was handed over to the carrier,a special declaration of interest in delivery at destination and has paid a supplementary sum if the case so requires.In that case the carrier will be liable to pay a sum not ex-ceeding the declared sum,unless it proves that the sum is greater than the consignor's actual interest in delivery at destination.4.In the case of destruction,loss,damage or delay of part of the cargo,or of any object101 contained therein,the weight to be taken into consideration in determining the amountto which the carrier's liability is limited shall be only the total weight of the package or packages concerned.Nevertheless,when the destruction,loss,damage or delay of apart of the cargo,or of an object contained therein,affects the value of other packages covered by the same air waybill,or the same receipt or,if they were not issued,bythe same record preserved by the other means referred to in paragraph2of Article4,the total weight of such package or packages shall also be taken into consideration in determining the limit of liability.5.The foregoing provisions of paragraphs1and2of this Article shall not apply if it102 is proved that the damage resulted from an act or omission of the carrier,its servantsor agents,done with intent to cause damage or recklessly and with knowledge that damage would probably result;provided that,in the case of such act or omission ofa servant or agent,it is also proved that such servant or agent was acting within the scope of its employment.6.The limits prescribed in Article21and in this Article shall not prevent the court from103 awarding,in accordance with its own law,in addition,the whole or part of the court costs and of the other expenses of the litigation incurred by the plaintiff,including interest.The foregoing provision shall not apply if the amount of the damages awarded,excluding court costs and other expenses of the litigation,does not exceed the sum which the carrier has offered in writing to the plaintiff within a period of six months from the dateof the occurrence causing the damage,or before the commencement of the action,if that is later.Article23-Conversion of monetary units104 1.The sums mentioned in terms of Special Drawing Right in this Convention shall be105 deemed to refer to the Special Drawing Right as defined by the International Monetary Fund.Conversion of the sums into national currencies shall,in case of judicial pro-ceedings,be made according to the value of such currencies in terms of the Special Drawing Right at the date of the judgement.The value of a national currency,in termsof the Special Drawing Right,of a State Party which is a Member of the International Monetary Fund,shall be calculated in accordance with the method of valuation appliedby the International Monetary Fund,in effect at the date of the judgement,for its op-erations and transactions.The value of a national currency,in terms of the Special Drawing Right,of a State Party which is not a Member of the International Monetary Fund,shall be calculated in a manner determined by that State.2.Nevertheless,those States which are not Members of the International Monetary106 Fund and whose law does not permit the application of the provisions of paragraph1of this Article may,at the time of ratification or accession or at any time thereafter, declare that the limit of liability of the carrier prescribed in Article21is fixed at a sumof1,500,000monetary units per passenger in judicial proceedings in their territories; 62,500monetary units per passenger with respect to paragraph1of Article22;15,000 monetary units per passenger with respect to paragraph2of Article22;and250mon-etary units per kilogram with respect to paragraph3of Article22.This monetary unit corresponds to sixty-five and a half milligrams of gold of millesimal fineness nine hun-dred.These sums may be converted into the national currency concerned in roundfigures.The conversion of these sums into national currency shall be made accordingto the law of the State concerned.3.The calculation mentioned in the last sentence of paragraph I of this Article and107 the conversion method mentioned in paragraph2of this Article shall be made in such manner as to express in the national currency of the State Party as far as possiblethe same real value for the amounts in Articles21and22as would result from the application of the first three sentences of paragraph1of this Article.States Parties shall communicate to the depositary the manner of calculation pursuant to paragraph1of this Article,or the result of the conversion in paragraph2of this Article as the case may be,when depositing an instrument of ratification,acceptance,approval of or accession to this Convention and whenever there is a change in either.Article24-Review of limits108 1.Without prejudice to the provisions of Article25of this Convention and subject to109 paragraph2below,the limits of liability prescribed in Articles21,22and23shall be reviewed by the Depositary at five-year intervals,the first such review to take place atthe end of the fifth year following the date of entry into force of this Convention,or ifthe Convention does not enter into force within five years of the date it is first open for signature,within the first year of its entry into force,by reference to an inflation factor which corresponds to the accumulated rate of inflation since the previous revision or inthe first instance since the date of entry into force of the Convention.The measure ofthe rate of inflation to be used in determining the inflation factor shall be the weighted average of the annual rates of increase or decrease in the Consumer Price Indices of the States whose currencies comprise the Special Drawing Right mentioned in paragraph1of Article23.2.If the review referred to in the preceding paragraph concludes that the inflation factor110 has exceeded10percent,the Depositary shall notify States Parties of a revision of the limits of liability.Any such revision shall become effective six months after its notificationto the States Parties.If within three months after its notification to the States Parties a majority of the States Parties register their disapproval,the revision shall not become effective and the Depositary shall refer the matter to a meeting of the States Parties. The Depositary shall immediately notify all States Parties of the coming into force of any revision.3.Notwithstanding paragraph1of this Article,the procedure referred to in paragraph2111 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph1has exceeded30percent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision.Subsequent reviews using the procedure described in paragraph1of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph.。
蒙特利尔公约
蒙特利尔公约统一国际航空运输某些规则的公约(1999 年蒙特利尔公约 ) (1999 年 5 月 28 日签订于蒙特利尔 ) 本公约的当事国：认识到一九二九年十月十二日在华沙签订的《统一国际航空运输某些规则的公约》(以下称“华沙公约”)，和其他有关文件在统一国际航空私法方面作出的重要贡献；认识到使华沙公约和相关文件现代化和一体化的必要性；认识到确保国际航空运输消费者的利益的重要性，以及在恢复性赔偿原则的基础上提供公平赔偿的必要性；重申按照一九四四年十二月七日订于芝加哥的《国际民用航空公约》的原则和宗旨对国际航空运输运营的有序发展以及旅客、行李和货物通畅流动的愿望；确信国家间采取集体行动，通过制定一项新公约来增进对国际航空运输某些规则的一致化和法典化是获得公平的利益平衡的最适当方法；达成协议如下：第一章总则第一条适用范围一、本公约适用于所有以航空器运送人员、行李或者货物而收取报酬的国际运输。
本公约同样适用于航空运输企业以航空器履行的免费运输。
二、就本公约而言，“国际运输”系指根据当事人的约定，不论在运输中有无间断或者转运，其出发地点和目的地点是在两个当事国的领土内，或者在一个当事国的领土内，而在另一国的领土内有一个约定的经停地点的任何运输，即使该国为非当事国。
就本公约而言，在一个当事国的领土内两个地点之间的运输，而在另一国的领土内没有约定的经停地点的，不是国际运输。
三、运输合同各方认为几个连续的承运人履行的运输是一项单一的业务活动的，无论其形式是以一个合同订立或者一系列合同订立，就本公约而言，应当视为一项不可分割的运输，并不仅因其中一个合同或者一系列合同完全在同一国领土内履行而丧失其国际性质。
四、本公约同样适用于第五章规定的运输，除非该章另有规定。
第二条国家履行的运输和邮件运输一、本公约适用于国家或者依法成立的公共机构在符合第一条规定的条件下履行的运输。
二、在邮件运输中，承运人仅根据适用于承运人和邮政当局之间关系的规则，对有关的邮政当局承担责任。
蒙特利尔公约
蒙特利尔公约统一国际航空运输某些规则的公约(1999年蒙特利尔公约) (1999年5月28日签订于蒙特利尔) 本公约的当事国：认识到一九二九年十月十二日在华沙签订的《统一国际航空运输某些规则的公约》(以下称“华沙公约”)，和其他有关文件在统一国际航空私法方面作出的重要贡献；认识到使华沙公约和相关文件现代化和一体化的必要性；认识到确保国际航空运输消费者的利益的重要性，以及在恢复性赔偿原则的基础上提供公平赔偿的必要性；重申按照一九四四年十二月七日订于芝加哥的《国际民用航空公约》的原则和宗旨对国际航空运输运营的有序发展以及旅客、行李和货物通畅流动的愿望；确信国家间采取集体行动，通过制定一项新公约来增进对国际航空运输某些规则的一致化和法典化是获得公平的利益平衡的最适当方法；达成协议如下：第一章总则第一条适用范围一、本公约适用于所有以航空器运送人员、行李或者货物而收取报酬的国际运输。
本公约同样适用于航空运输企业以航空器履行的免费运输。
二、就本公约而言，“国际运输”系指根据当事人的约定，不论在运输中有无间断或者转运，其出发地点和目的地点是在两个当事国的领土内，或者在一个当事国的领土内，而在另一国的领土内有一个约定的经停地点的任何运输，即使该国为非当事国。
就本公约而言，在一个当事国的领土内两个地点之间的运输，而在另一国的领土内没有约定的经停地点的，不是国际运输。
三、运输合同各方认为几个连续的承运人履行的运输是一项单一的业务活动的，无论其形式是以一个合同订立或者一系列合同订立，就本公约而言，应当视为一项不可分割的运输，并不仅因其中一个合同或者一系列合同完全在同一国领土内履行而丧失其国际性质。
四、本公约同样适用于第五章规定的运输，除非该章另有规定。
第二条国家履行的运输和邮件运输一、本公约适用于国家或者依法成立的公共机构在符合第一条规定的条件下履行的运输。
二、在邮件运输中，承运人仅根据适用于承运人和邮政当局之间关系的规则，对有关的邮政当局承担责任。
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Convention for the Unification of CertainRules for International Carriage by AirMontreal, 28 May 1999 Convention for the Unification of Certain Rules for International Carriage by Air (Montreal, 28 May 1999)Chapter 1 - General ProvisionsChapter II - Documentation and Duties of the Parties Relating to the Carriage of Passengers, Baggage and CargoChapter III - Liability of the Carrier and Extent of Compensation for DamageArticle 20 - Exoneration 0If the carrier proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he or she derives his or her rights, the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage. When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger, the carrier shall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of that passenger. This Article applies to all the liability provisions in this Convention, including paragraph 1 of Article 21.thereafter, declare that the limit of liability of thecarrier prescribed in Article 21 is fixed at a sum of1,500,000 monetary units per passenger in judicial proceedings in their territories; 62,500 monetaryunits per passenger with respect to paragraph 1 ofArticle 22; 15,000 monetary units per passenger with respect to paragraph 2 of Article 22; and 250 monetary units per kilogram with respect to paragraph 3 of Article 22. This monetary unit corresponds to sixty-five and a half milligrams of goldof millesimal fineness nine hundred. These sums maybe converted into the national currency concerned inround figures. The conversion of these sums into national currency shall be made according to the lawof the State concerned.3.The calculation mentioned in the last sentence of paragraph I of this Article and the conversion method mentioned in paragraph 2 of this Article shall be made in such manner as to express in the national currency of the State Party as far as possible the same real value for the amounts in Articles 21 and 22 as would result from the application of the first three sentences of paragraph 1 of this Article. States Parties shall communicate to the depositary the manner of calculation pursuant to paragraph 1 of this Article, or the result of the conversion in paragraph 2 of this Article as the case may be, when depositing an instrument of ratification, acceptance, approval of or accession to this Convention and whenever there is a change in either.majority of the States Parties register their disapproval, the revision shall not become effectiveand the Depositary shall refer the matter to a meetingof the States Parties. The Depositary shall immediately notify all States Parties of the coming intoforce of any revision.3.Notwithstanding paragraph 1 of this Article, the procedure referred to in paragraph 2 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph 1 has exceeded 30 percent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision. Subsequent reviews using the procedure described in paragraph 1 of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph.provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result.Chapter IV - Combined CarriageChapter V - Carriage by Air Performed by a Person other than the Contracting CarrierConvention with a passenger or consignor or with a person acting on behalf of the passenger or consignor, and another person (hereinafter referred to as "the actual carrier") performs, by virtue of authority from the contracting carrier, the whole or part of the carriage, but is not with respect to such part a successive carrier within the meaning of this Convention. Such authority shall be presumed in the absence of proof to the contrary.contracting carrier shall, if they prove that they acted within the scope of their employment, be entitled to avail themselves of the conditions and limits of liability which are applicable under this Convention to the carrier whose servant or agent they are, unless it is proved that they acted in a manner that prevents the limits of liability from being invoked in accordance with this Convention.Chapter VI - Other ProvisionsChapter VII - Final Clauses。