海牙-维斯比规则(中英对照word版)
海牙维斯比规则(中文版)
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。
1(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。
海牙,Visby,汉堡规则(中英)
Hague Rules名词解释– article 1 (1):―"Carrier" includes the owner or the charterer who enters into a contract of carriage with a shipper.―承运人：包括与托运人订有运输合同的船舶所有人或租船人。
―"Contract of carriage" applies only to contracts of carriage covered by a bill of lading .“运输合同”仅适用于以提单进行海上货物运输的合同名词解释– article 1 (2):―"Goods" includes goods, wares, merchandise and articles of every kind whatsoever except live animals and cargo which by the contract of carriage instated as being carried on deck and is so carried.―货物包括货物、制品、商品和任何种类商品，但活的牲畜和在运输合同上载明装载于舱面并且已经这样装运的货物除外。
―"Ship" means any vessel used for the carriage of goods by sea.―"Carriage of goods" covers the period from the time when the goods are loaded on to the time they are discharged from the ship.The responsibility of carrier (1):―Article 3, 1―The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to:(a) Make the ship seaworthy.(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 preservation.―译:承运人需在开航时和开航前恪尽职责：使船舶适航；适当配备船员，装备和供应船舶；使船上货舱、冷藏舱和其他载货处所，能适宜和安全地接收、运送和保管货物。
海牙-维斯比规则(中英对照)
统一提单的若干法律规则的国际公约（1924年8月22日订于布鲁塞尔，1924年8月25日颁布，1942年8月25日实施）INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OFLAW RELATING TO BILLS OF LADING(“HAGUE RULES”), AND PROTOCOL OF SIGNATURE(Brussels, 25 August 1924)The President of the German Republic, the President of the Argentine Republic, His Majesty the King of the Belgians, the President of the Republic of Chile, the President of the Republic of Cuba, His Majesty the King of Denmark and Iceland, His Majesty the King of Spain, the Head of the Estonian State, the President of the United States of America, the President of the Republic of Finland, the President of the French Republic, His Majesty the King of the United Kingdom of Great Britain and Ireland and of the British Dominions beyond the Seas, Emperor of India, His Most Supreme Highness the Governor of the Kingdom of Hungary, His Majesty the King of Italy, His Majesty the Emperor of Japan, the President of the Latvian Republic, the President of the Republic of Mexico, His Majesty the King of Norway, Her Majesty the Queen of the Netherlands, the President of the Republic of Peru, the President of the Polish Republic, the President of the Portuguese Republic, His Majesty the King ofRomania, His Majesty the King of the Serbs, Croats and Slovenes, His Majesty the King of Sweden, and the President of the Republic of Uruguay,HAVING RECOGNIZED the utility of fixing by agreement certain uniform rules of law relating to bills of lading,HAVE DECIDED to conclude a convention with this object and have appointed the following Plenipotentiaries:WHO, duly authorized thereto, have agreed as follows:第一条Article 1本公约所用下列各词，涵义如下：In this Convention the following words are employed with the meanings set out below:(a) “承运人”包括与托运人订有运输合同的船舶所有人或租船人。
海牙-维斯比规则(中英对照word版)
统一提单的若干法律规则的国际公约（1924年8月22日订于布鲁塞尔，1924年8月25日颁布，1942年8月25日实施）INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING(“HAGUE RULES”), AND PROTOCOL OF SIGNATURE(Brussels, 25 August 1924)The President of the German Republic, the President of the Argentine Republic, His Majesty the King of the Belgians, the President of the Republic of Chile, the President of the Republic of Cuba, His Majesty the King of Denmark and Iceland, His Majesty the King of Spain, the Head of the Estonian State, the President of the United States of America, the President of the Republic of Finland, the President of the French Republic, His Majesty the King of the United Kingdom of Great Britain and Ireland and of the British Dominions beyond the Seas, Emperor of India, His Most Supreme Highness the Governor of the Kingdom of Hungary, His Majesty the King of Italy, His Majesty the Emperor of Japan, the President of the Latvian Republic, the President of the Republicof Mexico, His Majesty the King of Norway, Her Majesty the Queen of the Netherlands, the President of the Republic of Peru, the President of the Polish Republic, the President of the Portuguese Republic, His Majesty the King of Romania, His Majesty the King of the Serbs, Croats and Slovenes, His Majesty the King of Sweden, and the President of the Republic of Uruguay,HAVING RECOGNIZED the utility of fixing by agreement certain uniform rules of law relating to bills of lading,HAVE DECIDED to conclude a convention with this object and have appointed the following Plenipotentiaries:WHO, duly authorized thereto, have agreed as follows:第一条 Article 1本公约所用下列各词，涵义如下：In this Convention the following words are employed with the meanings set out below:(a) “承运人”包括与托运人订有运输合同的船舶所有人或租船人。
比较《海牙规则》、《维斯比规则》、《汉堡规则》和《鹿特丹规则》表格形式
比较《海牙规则》、《维斯比规则》、《汉堡规则》和《鹿特丹规则》表格形式四大海上运输规则对比Act），这部法律最大特点就在于对免责的限制。
哈特法这种规定对航运界产生重大影响，并为1924年海牙规现和迅猛发展，《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》货物运输法律领域的不统一间接影响贸易的顺利进行，增加因为法律不确定性导致的诉讼成本。
利于航运业发达的国家限额，对《海牙规则》进行的修改和补充并未触及其基本制度海上货物运输法律制度的国际统一加入成员75个30个34个24个签字国，只有西班牙递交了批准书适用范围仅适用于在缔约国签发的提单。
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根据《汉堡规则》的规定，凡《海牙规则》和/或《维适用于任何方式的运输合同，只要其中有部分运输是束，不论承运人、托运人或者任何其他有关人员的国籍如何。
即只要当事人自愿选择适用，则该提单或运输合同就要受《维斯比规则》的约束声明退出以上两个条约。
地理上的联系，即只要运输合同约定的收货地、装货港、交货地或卸货港之一位于一个缔约国之内，公约就适用。
货物的不包括舱面货物和集承运人只有与托运人或条例要求时，才能在舱面载运货物，否则要对舱面货物发生的损失负赔偿责任。
对于活动物，只要承运人证明是按托灭失、损坏或延迟交货造成的损失视为运输固有的特殊风险而不承担责任。
承运人的义两项最低限度的义务---“管船”“管进一步规定，如果损失是由于承运人蓄意造成的，或者知道很可能会将承运人的适航义务扩展至整个航次期间，使利甚至承运人几乎没有免责的机会。
承运人的责任期间“钩至钩”“舷至舷”原则，合同之诉和侵权之诉处于相同的地位延长了承运人的责任限制，从托运人把货物交给承运人掌管之日起至承运人把货物交在一定程度上增加了承运人的责任，该规则适用于承运热在船边交接货物、港口交接货物、港外交接货物承运人的免责事项1.过失免责事项2.无过失免责条款保留了航海过失免责，规定承运人的受雇人和代理人也可以援引航海过失免责，同时也将航海过失免责可对抗的请求理由扩大到侵权。
比较《海牙规则》、《维斯比规则》、《汉堡规则》和《鹿特丹规则》表格形式
几乎没有免责的机会，采用承运人完全过失责任原则，并且废除了承运人“管船过失”免责和“火灾过失”免责。
新设内容
1.明确了“喜马拉雅条款”法律地位；
2.增加了“集装箱条款”
电子运输记录
承运人的赔偿责任范围
最高赔偿额每件或每单位的货物损失为100英镑，但托运人在装货前已就该项货物与的性质和价值提出声明并已在提单中注明的不在此限。
延长了诉讼时效。关于货物运输的任何诉讼，时效期间为2年，自承运人交付货物或部分交付货物之日起算，或者在未交付货物的情况下，自应当交付货物的最后一日起算。
规定时效期间为2年，并允许合同当事人协议延长诉讼时效。
提单效力
仅规定了提单在承运人和托运人之间的证据效力为“初步证据”。但对提单转让至第三人后，提单在承运人和第三人之间的证据效力未作进一步的规定。
四大海上运输规则对比
名称
《海牙规则》
(The HagueRules)
《维斯比规则》
（The Visby Rules)
《汉堡规则》
(TheHamburgRules)
《鹿特丹规则》
（The Rotterdam Rules）
颁布时间
1924年
1968年
1978年
2008年
效力
已生效
已生效
已生效
尚未生效
诞生背景
货物的范围
不包括舱面货物和集装箱装运的货物及活动物
承运人只有与托运人达成协议或符合特定的贸易习惯或为法规或条例要求时，才能在舱面载运货物，否则要对舱面货物发生的损失负赔偿责任。对于活动物，只要承运人证明是按托运人对该动物作出的指示办事，则对动物的灭失、损坏或延迟交货造成的损失视为运输固有的特殊风险而不承担责任。
海牙规则与维斯比规则的比较 英文版
5. Improve the carrier’s compensation for the goods damage
• (c) Where a container, pallet or similar article of transport is used 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 purpose of this paragraph as far as these packages or units are concerned. Except as aforesaid such article of transport shall be considered the package or unit.
1.Expanding the scope of the application of the rules
(a) the Bill of Lading is issued in a Contracting State, or (b) the carriage is from a port in a Contracting State, or (c) the contract contained in or evidenced by the Bill of Lading provides that the rules of this Convention or legislation of any State giving effect to them are to govern the contract whatever may be the nationality of the ship, the carrier, the shipper, the consignee, or any other inlearing the evidence of the effectiveness of the bill of lading
维斯比规则中英文
Protocol to Amend the International Convention for the Unificationof Certain Rules of Law Relating to Bills of Lading ("Visby Rules")修改统一提单若干法律规定的国际公约议定书（维斯比规则）(Brussels, 23 February 1968)（1968.2.23日订于布鲁塞尔）THE CONTRACTING PARTIES,各缔约国：CONSIDERINGthat it is desirable to amend the InternationalConvention for the unification of certain rules of law relating to Bills ofLading, signed at Brussels on 25th August 1924,考虑到修改一九二四年八月二十五日在布鲁塞尔签订的关于《统一提单的若干法律规则的国际公约》的需要，HAVE AGREED as follows:协议如下：Article 1第一条1(1)In Article 3, paragraph 4, shall be added:在第三条第4款中应增加："However, proof to the contrary shall not be admissible when the Bill ofLading has been transferred to a third party actin g in good faith".“但是，当提单已经转给善意行事的第三者时，与此相反的证据不予接受。
“(2)In Article 3, paragraph 6, sub-paragraph 4 shall be deleted andreplaced by:在第三条第6款中的第4段应改为：“"Subject to paragraph 6bisthe carrier and the ship shall in any event bedischarged from all liability whatsoever in respect of the goods, unlesssuit is brought within one year of their delivery or of the date whentheyshould have been delivered. This period may, however, be extended ifthe parties so agree after the cause of action has arisen".“遵照第6款（修改本）的规定，除非从货物交付之日或应付之日起一年内提起诉讼，承运人和船舶在任何情况下都免除对于货物的货物责任。
船务英语中英文对译
海牙-维斯比规则(中+英)
统一提单的若干法律规则的国际公约（1924年8月22日订于布鲁塞尔，1924年8月25日颁布，1942年8月25日实施）《海牙规则》第一条本公约所用下列各词，涵义如下:(a) “承运人”包括与托运人订有运输合同的船舶所有人或租船人。
(b) “运输合同”仅适用于以提单或任何类似的物权凭证进行有关海上货物运输的合同；在租船合同下或根据租船合同所签发的提单或任何物权凭证，在它们成为制约承运人与凭证持有人之间的关系准则时，也包括在内。
(c) “货物”包括货物、制品、商品和任何种类的物品，但活牲畜以及在运输合同上载明装载于舱面上并且已经这样装运的货物除外。
(d) “船舶”是指用于海上货物运输的任何船舶。
(e) “货物运输”是指自货物装上船时起，至卸下船时止的一段期间。
第二条除遵照第六条规定外，每个海上货物运输合同的承运人，对有关货物的装载、搬运、积载、运送、保管、照料和卸载，都应按照下列规定承担责任和义务，并享受权利和豁免。
第三条1．承运人须在开航前和开航时谨慎处理：(a) 使船舶适航；(b) 适当地配备船员、装备船舶和供应船舶；(c) 使货舱、冷藏舱和该船其他载货处所能适宜和安全地收受、运送和保管货物。
2．除遵照第四条规定外，承运人应适当和谨慎地装卸、搬运、积载、运送、保管、照料和卸载所运货物。
3．承运人或船长或承运人的代理人在收受货物归其照管后，经托运人的请求，应向托运人签发提单，其上载明下列各项：(a) 与开始装货前由托运人书面提供者相同的、为辨认货物所需的主要标志，如果这项标志是以印戳或其他方式标示在不带包装的货物上，或在其中装有货物的箱子或包装物上，该项标志通常应在航程终了时仍能保持清晰可认。
(b) 托运人用书面提供的包数或件数，或数量，或重量。
(c) 货物的表面状况。
但是，承运人、船长或承运人的代理人，不一定必须将任何货物的标志、号码、数量或重量表明或标示在提单上，如果他有合理根据怀疑提单不能正确代表实际收到的货物，或无适当方法进行核对的话。
比较《海牙规则》、《维斯比规则》、《汉堡规则》和《鹿特丹规则》表格形式
2.无过失免责条款
保留了航海过失免责，规定承运人的受雇人和代理人也可以援引航海过失免责，同时也将航海过失免责可对抗的请求理由扩大到侵权。
将不完全过失责任制度改为完全过失责任制度，废除了对驾驶船舶和管理船舶的过失免责的规定，并且要求由承运人自己证明无过失，否则其对货物的灭失、损害和延迟交货所造成的损失负赔偿责任。
管辖权
无
无
原告就货物运输的法律程序，可就法院地作下列选择：
①被告主营业所所在地或惯常居所所在地；或
②合同订立地，且合同是通过被告“在该地的营业所、分支机构或代理机构订立的；或
③装货港或卸货港；或
④海上运输合同中指定的其它地点。
诉讼时效延长，货物灭失或损害的诉讼时效为1年，从交付货物或应当交付货物时起算。诉讼事由发生后，只要双方当事人同意，这一诉讼期限可以延长。对于追偿时效，在规定的1年期满之后，只要是在受理案件的法院的法律准许期间内，便可向第三方提起索赔诉讼，但是准许时间自提起诉讼的人已经解决原索赔案件，或向其本人送达起诉状之日起算起，不得少于3个月。
关于火灾，规定应由索赔人举证证明承运人、其受雇人或代理人对火灾犯有过失，否则承运人可以免责。
几乎没有免责的机会，采用承运人完全过失责任原则，并且废除了承运人“管船过失”免责和“火灾过失”免责。
新设内容
1.明确了“喜马拉雅条款”法律地位；
2.增加了“集装箱条款”
电子运输记录
承运人的赔偿责任范围
最高赔偿额每件或每单位的货物损失为100英镑，但托运人在装货前已就该项货物与的性质和Βιβλιοθήκη 值提出声明并已在提单中注明的不在此限。
为了彻底纠正海运关系中承运人与货主间权利义务失衡的状况。
随着《汉堡规则》的生效，使得海上货物运输合同领域内的立法日趋复杂，而国际航海上货物运输法律领域的不统一间接影响贸易的顺利进行，增加因为法律不确定性导致的诉讼成本。
海牙规则、维斯比规则、汉堡规则、我国海商法的区别
1《海商法》提单的证据力：第七十五条承运人或者代其签发提单的人，知道或者有合理的根据怀疑提单记载的货物的品名、标志、包数或者件数、重量或者体积与实际接收的货物不符，在签发己装船提单的情况下怀疑与已装船的货物不符，或者没有适当的方法核对提单记载的，可以在提单上批注，说明不符之处、怀疑的根据或者说明无法核对。
第七十六条承运人或者代其签发提单的人未在提单上批注货物表面状况的，视为货物的表面状况良好。
第七十七条除依照本法第七十五条的规定作出保留外，承运人或者代其签发提单的人签发的提单，是承运人已经按照提单所载状况收到货物或者货物已经装船的初步证据；承运人向善意受让提单的包括收货人在内的第三人提出的与提单所载状况不同的证据，不予承认。
2《海商法》承运人赔偿责任基础：第五十九条经证明，货物的灭失、损坏或者迟延交付是由于承运人的故意或者明知可能造成损失而轻率地作为或者不作为造成的，承运人不得援用本法第五十六条或者第五十七条限制赔偿责任的规定。
经证明，货物的灭失、损坏或者迟延交付是由于承运人的受雇人、代理人的故意或者明知可能造成损失而轻率地作为或者不作为造成的，承运人的受雇人或者代理人不得援用本法第五十六条或者第五十七条限制赔偿责任的规定。
第六十条承运人将货物运输或者部分运输委托给实际承运人履行的，承运人仍然应当依照本章规定对全部运输负责。
对实际承运人承担的运输，承运人应当对实际承运人的行为或者实际承运人的受雇人、代理人在受雇或者受委托的范围内的行为负责。
虽有前款规定，在海上运输合同中明确约定合同所包括的特定的部分运输由承运人以外的指定的实际承运人履行的，合同可以同时约定，货物在指定的实际承运人掌管期间发生的灭失、损坏或者迟延交付，承运人不负赔偿责任。
3《海商法》诉讼时效：第二百五十七条就海上货物运输向承运人要求赔偿的请求权，时效期间为一年，自承运人交付或者应当交付货物之日起计算；在时效期间内或者时效期间届满后，被认定为负有责任的人向第三人提起追偿请求的，时效期间为90日，自追偿请求人解决原赔偿请求之日起或者收到受理对其本人提起诉讼的法院的起诉状副本之日起计算。
海牙维斯比规则英文
海牙-维斯比规则（The Hague-Visby Rules）（英文版）The Hague-Visby RulesThe Hague Rules as Amended by the Brussels Protocol 1968Article I2In these Rules the following words are employed, with the meanings set out below:3(a) 'Carrier' includes the owner or the charterer who enters into a contract of carriage with a shipper.4(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 sea, 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.5(c) 'Goods' includes goods, wares, merchandise, 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.6(d) 'Ship' means any vessel used for the carriage of goods by sea.7(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.8Article II9Subject to the provisions of Article VI, under every contract of carriage of goods by sea the carrier, in relation to the loading, handling, stowage, carriage, custody, care and discharge of such goods, shall be subject to the responsibilities and liabilities and entitled to the rights and immunities hereinafter set forth.10Article III111. The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to:12(a) Make the ship seaworthy;13(b) Properly man, equip and supply the ship;14(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 preservation.152. 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.163. 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:17(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, providedsuch marks are stamped or otherwise shown clearly upon the goods if uncovered, or on the cases or coverings in which such goods are contained, in such a manner as should ordinarily remain legible until the end of the voyage.18(b) Either the number of packages or pieces, or the quantity, or weight, as the case may be, as furnished in writing by the shipper.19(c) The apparent order and condition of the goods.20Provided 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 represent the goods actually received, or which he has had no reasonable means of checking.214. Such a bill of lading shall be prima facie evidence of the receipt by the carrier of the goods as therein described in accordance with paragraph 3 (a), (b) and (c). 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.225. 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 expenses arising or resulting from inaccuracies in such particulars. The right of the carrier to such indemnity shall in no way limit his responsibility and liability under the contract of carriage to any person other than the shipper.236. 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.24The 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.25Subject 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 withinone 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 cause of action has arisen.26In the case 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.276 bis. 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 withinthe time allowed by the law of the Court seized of the case. However, the time allowed shall be not less than three months, commencing from the day when theperson bringing such action for indemnity has settled the claim or has been served with process in the action against himself.287, After the goods are loaded the bill of lading to be issued by the carrier, master, or agent of the carrier, to the shipper shall, if the shipper so demands be a 'shipped'bill of lading, provided that if the shipper shall have previously taken up any document of title to such goods, he shall surrender the same as against the issue of the'shipped' bill of lading, but at the option of the carrier such document of title may be noted at the port of shipment by the carrier, master, or agent with the name or names of the ship or ships upon which the goods have been shipped and the date or dates of shipment, and when so noted, if it shows the particulars mentioned in paragraph 3 of Article III, shall for the purpose of this article be deemed to constitute a 'shipped' bill of lading.298. Any clause, 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, goodsarising from negligence, fault, or failure in the duties and obligations provided in this article or lessening such liability otherwise than as provided in these Rules,shall be null and void and of no effect. A benefit of insurance in favour of the carrier or similar clause shall be deemed to be a clause relieving the carrier from liability.30Article IV311. Neither the carrier nor the ship shall be liable for loss or damage arising or resulting from unseaworthiness unless caused by want of due diligence on the part ofthe carrier to make the ship seaworthy, and to secure 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 preservation in accordance with the provisions of paragraph 1 of Article III. Whenever loss or damage has resulted from unseaworthiness the burden of proving the exercise of due diligence shall be on the carrier or other personclaiming exemption under this article.322. Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from:33(a) Act, neglect, or default of the master, mariner, pilot, or the servants of the carrier in the navigation or in the management of the ship.34(b) Fire, unless caused by the actual fault or privity of the carrier.35(c) Perils, dangers and accidents of the sea or other navigable waters.36(d) Act of God.37(e) Act of war.38(f) Act of public enemies.39(g) Arrest or restraint of princes, rulers or people, or seizure under legal process.40(h) Quarantine restrictions.41(i) Act or omission of the shipper or owner of the goods, his agent or representative.42(j) Strikes or lockouts or stoppage or restraint of labour from whatever cause, whether partial or general.43(k) Riots and civil commotions.44(l) Saving or attempting to save life or property at sea.45(m) Wastage in bulk of weight or any other loss or damage arising from inherent defect, quality or vice of the goods.46(n) Insufficiency of packing.47(o) Insufficiency or inadequacy of marks.48(p) Latent defects not discoverable by due diligence.49(q) Any other cause arising without the actual fault or privity of the carrier, or without the fault or neglect of the agents or servants of the carrier, but the burden of proof shall be on the person claiming the benefit of this exception to show that neither the actual fault or privity of the carrier nor the fault or neglect of the agents or servants of the carrier contributed to the loss or damage.503. The shipper shall not be responsible for loss or damage sustained by the carrier or the ship arising or resulting from any cause without the act, fault or neglect ofthe shipper, his agents or his servants.514. Any deviation in saving or attempting to save life or property at sea or any reasonable deviation shall not be deemed to be an infringement or breach of these Rulesor of the contract of carriage, and the carrier shall not be liable for any loss or damage resulting therefrom.525 (a) Unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the bill of lading, neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connection with the goods in an amount exceeding the equivalent of 666.67 units of account per package or unit or units of account per kilo of gross weight of the goods lost or damaged, whichever is the higher.53(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.54The 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.55(c) Where a container, pallet or similar article of transport is used 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 purpose of this paragraph as far as these packages or units are concerned. Except as aforesaid such article of transport shall be considered the package or unit.56(d) The unit of account mentioned in this Article is the special drawing right as defined by the International Monetary Fund. The amounts mentioned inh_visby/art/art04_5asub-paragraph (a) of this paragraph shall be converted into national currency on the basis of the value of that currency on a date to be determined by the law of the Court seized of the case.57(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 resultedfrom an act or omission of the carrier done with intent to cause damage, or recklessly and with knowledge that damage would probably result.58(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.59(g) By agreement between the carrier, master or agent of the carrier and the shipper other maximum amounts than those 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.60(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.61 6. Goods of an inflammable, explosive or dangerous nature to the shipment whereof the carrier, master or agent of the carrier has not consented with knowledge oftheir 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 expenses directly or indirectly arising out of or resulting from such shipment. If any such goods shippedwith such knowledge and consent 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.62Article IV631. The defences and limits of liability provided for in these 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.642. If such an action is brought against a servant or agent of the carrier (such servant or agent not being an independent contractor), such servant or agent shall be entitled to avail himself of the defences and limits of liability which the carrier is entitled to invoke under these Rules.653. The aggregate of the amounts recoverable from the carrier, and such servants and agents, shall in no case exceed the limit provided for in these Rules.66 4. Nevertheless, a servant or agent of the carrier shall not be entitled to avail himself of the provisions of this article, if it is proved that the damage resulted from anact or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result.67Article V68A carrier shall be at liberty to surrender in whole or in part all or any of his rights and immunities or to increase any of his responsibilities and obligations under these Rules, provided such surrender or increase shall be embodied in the bill of lading issued to the shipper. The provisions of these Rules shall not be applicable tocharter parties, but if bills of lading are issued in the case of a ship under a charter party they shall comply with the terms of these Rules. Nothing in these Rules shall be held to prevent the insertion in a bill of lading of any lawful provision regarding general average.69Article VI70Notwithstanding 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 seaworthiness, so far as this stipulation is not contrary to public policy, or the care or diligence of his servants or agents in regard to the loading, handling, stowage, carriage, custody, care and discharge of the goods carried by sea, provided that in this case no bill of lading has been or shall beissued and that the terms agreed shall be embodied in a receipt which shall be a non-negotiable document and shall be marked as such.71An agreement so entered into shall have full legal effect.72Provided that this article shall not apply to ordinary commercial shipments made in the ordinary course 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.73Article VII74Nothing herein contained shall prevent a carrier or a shipper from entering into any agreement, stipulation, condition, reservation 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 subsequent to the discharge from, the ship on which the goods are carried by sea.75Article VIII76The provisions of these 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 sea-going vessels.77Article IX78These Rules shall not affect the provisions of any international Convention or national law governing liability for nuclear damage.79Article X80The provisions of these Rules shall apply to every bill of lading relating to the carriage of goods between ports in two different States if81(a) the bill of lading is issued in a contracting State, or82(b) the carriage is from a port in a contracting State, or83(c) the contract contained in or evidenced by the bill of lading provides that these Rules or legislation of any State giving effect to them are to govern the contract;84whatever may be the nationality of the ship, the carrier, the shipper, the consignee, or any other interested person.85(The last two paragraphs of this Article are not reproduced. They require contracting States to apply the Rules to bills of lading mentioned in the Article and authorise them to apply the Rules to other bills of lading).86(Article 11 to 16 of the International Convention for the unification of certain rules of law relating to bills of lading signed at Brussels on August 25, 1974 are not reproduced. They deal with the coming into force of the Convention, procedure for ratification, accession and denunciation and the right to call for a fresh conferenceto consider amendments to the Rules contained in the Convention).。
海牙规则、维斯比规则、汉堡规则、我国海商法的区别
1《海商法》提单的证据力：第七十五条承运人或者代其签发提单的人，知道或者有合理的根据怀疑提单记载的货物的品名、标志、包数或者件数、重量或者体积与实际接收的货物不符，在签发己装船提单的情况下怀疑与已装船的货物不符，或者没有适当的方法核对提单记载的，可以在提单上批注，说明不符之处、怀疑的根据或者说明无法核对。
第七十六条承运人或者代其签发提单的人未在提单上批注货物表面状况的，视为货物的表面状况良好。
第七十七条除依照本法第七十五条的规定作出保留外，承运人或者代其签发提单的人签发的提单，是承运人已经按照提单所载状况收到货物或者货物已经装船的初步证据；承运人向善意受让提单的包括收货人在内的第三人提出的与提单所载状况不同的证据，不予承认。
2《海商法》承运人赔偿责任基础：第五十九条经证明，货物的灭失、损坏或者迟延交付是由于承运人的故意或者明知可能造成损失而轻率地作为或者不作为造成的，承运人不得援用本法第五十六条或者第五十七条限制赔偿责任的规定。
经证明，货物的灭失、损坏或者迟延交付是由于承运人的受雇人、代理人的故意或者明知可能造成损失而轻率地作为或者不作为造成的，承运人的受雇人或者代理人不得援用本法第五十六条或者第五十七条限制赔偿责任的规定。
第六十条承运人将货物运输或者部分运输委托给实际承运人履行的，承运人仍然应当依照本章规定对全部运输负责。
对实际承运人承担的运输，承运人应当对实际承运人的行为或者实际承运人的受雇人、代理人在受雇或者受委托的范围内的行为负责。
虽有前款规定，在海上运输合同中明确约定合同所包括的特定的部分运输由承运人以外的指定的实际承运人履行的，合同可以同时约定，货物在指定的实际承运人掌管期间发生的灭失、损坏或者迟延交付，承运人不负赔偿责任。
3《海商法》诉讼时效：第二百五十七条就海上货物运输向承运人要求赔偿的请求权，时效期间为一年，自承运人交付或者应当交付货物之日起计算；在时效期间内或者时效期间届满后，被认定为负有责任的人向第三人提起追偿请求的，时效期间为90日，自追偿请求人解决原赔偿请求之日起或者收到受理对其本人提起诉讼的法院的起诉状副本之日起计算。
海牙规则》
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பைடு நூலகம்
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《海牙规则》
目录
一、《海牙规则》概述 二、承运人的最低责任限度 三、承运人的免责
四、承运人的责任期间 五、承运人的赔偿责任限额
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一、《海牙规则》概述
1、《海牙规则》的产生背景
❖ 承运人单位最高赔偿额为100英镑，按照该规则 第九条的规定应为100金英镑。一是按英国起初 的英国航运业习惯按100英镑纸币支付，后来英 国各方虽通过协议把它提高到200英镑，但还是 不能适应实际情况。几十年来，由于英镑不断贬 值，据估计1924年的100英镑的价值，到1968年 已相当于当时的800英镑的价值。在这样英镑严 重贬值的情况下，如果再以100英镑为赔偿责任 限额，显然是不合理的，也违反了《海牙规则》 第九条的规定。二是在《海牙规则》制定后，不 少非英镑国家纷纷把100英镑折算为本国货币， 而且不受黄金计算价值的限制和约束，由于金融 市场的变幻莫测，以致和现今各国规定的不同赔 偿限额的实际价格相距甚远。
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三、承运人的免责
❖《海牙规则》第四条第二款对承运人的免 责作了十七项具体规定，分为两类：
❖一类是过失免责；另一类是无过失免责。 国际海上货物运输中争论最大的问题是 《海牙规则》的过失免责条款，《海牙规 则》第四条第二款第一项规定：“由于船 长、船员、引航员或承运人的雇用人在航 行或管理船舶中的行为、疏忽或过失所引 起的货物灭失或损坏，承运人可以免除赔 偿责任。”这种过失免责条款是其他运输 方式责任制度中所没有的。很明显，《海 牙规则》偏袒了船方的利益。
《维斯比规则》(Visby Rules).doc
《维斯比规则》（Visby Rules）-《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。
一、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“。
5-2 海牙-维斯比规则 E
Australian Treaty Series1993No23AND TRADEDEPARTMENT OF FOREIGN AFFAIRSAFFAIRSANDCANBERRAProtocol(SDR Protocol)amending the International Convention for the Unification of Certain Rules of Law relating to Bills of Lading of25August1924(The Hague Rules),as amended by the Protocol of23February1968(Visby Rules)(Brussels,21December1979)Entry into force generally:14February1984Entry into force for Australia:16October1993AUSTRALIAN TREATY SERIES1993No.23Australian Government Publishing ServiceCanberra(c)Commonwealth of Australia1995PROTOCOL [1]AMENDING THE INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLSOF LADING OF 25AUGUST 1924,AS ASAMENDEDAMENDED BY THE PROTOCOL OF 23FEBRUARY 1968THE CONTRACTING PARTIES PARTIESTOTO THE PRESENT PROTOCOL,BEING PARTIES to the International Convention for the unification of certain rules of law relating to bills of lading,done at Brussels on 25th August 1924[2],as amended by the Protocol toamend that Convention,done at Brussels on 23rd February 1968[3],HAVE AGREED as follows:Article IFor the purpose of this Protocol,"Convention"means the International Convention for the unification of certain rules of law relating to bills of lading and its Protocol of signature,done at Brussels on 25th August 1924,as amended by the Protocol,done at Brussels on 23rd February1968.Article II(1)Article 4,paragraph 5(a)of the Convention is replaced by the following:"(a)Unless the nature and value of such goods have been declared by the shipper before shipment and inserted 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 666.67units of account per package or unit or 2units of account per kilogramme of gross weight of thegoods lost or damaged,whichever is the higher."(2)Article 4,paragraph 5(d)of the Convention is replaced by the following:"(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 a date to bedetermined by the law of the Court seized of the case.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 International Monetary Fund,shall be calculated in amanner determined by that State.Nevertheless,a State which is not a member of the International Monetary Fund and whose law does not permit the application of the provisions of the preceding sentences may,at the time of ratification of the Protocol of1979or 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 asfollows:(i)in respect of the amount of666.67units of account mentioned in sub-paragraph(a)of paragraph5of this Article,10,000monetary units;(ii)in respect of the amount of2units of account mentioned in sub-paragraph(a)of paragraph5ofthis Article,30monetary units.The monetary unit referred to in the preceding sentence corresponds to65.5milligrammes of gold of millesimal fineness900'.The conversion of the amounts specified in that sentence into the national currency shall be made according to the law of the State concerned.The calculation and the conversion mentioned in the preceding sentences shall be made in such a manner as to express in the national currency of the State as far as possible the same real value for the amounts in sub-paragraph(a)of paragraph5of this Article as is expressed there in units ofaccount.States shall communicate to the depositary the manner of calculation or the result of the conversion as the case may be,when depositing an instrument of ratification of the Protocol of1979or of accession thereto and whenever there is a change in either."Article IIIAny dispute between two or more Contracting Parties concerning the interpretation or application of the present Protocol,which cannot be settled through negotiation,shall,at the request of one of them,be submitted to arbitration.If within six months from the date of the request for arbitration the Parties are unable to agree on the organisation of the arbitration,any one of those Parties may refer the dispute to the International Court of Justice by request in conformity with the Statute of theCourt.Article IV(1)Each Contracting Party may at the time of signature or ratification of this Protocol or ofaccession thereto,declare that it does not consider itself bound by Article III.(2)Any Contracting Party having made a reservation in accordance with paragraph(1)may at anytime withdraw this reservation by notification to the Belgian Government.Article VThis Protocol shall be open for signature by the States which have signed the Convention of25 August1924or the Protocol of23February1968or which are Parties to the Convention.Article VI(1)This Protocol shall be ratified.(2)Ratification of this Protocol by any State which is not a Party to the Convention shall have theeffect of ratification of the Convention.(3)The instruments of ratification shall be deposited with the Belgian Government.Article VII(1)States not referred to in Article V may accede to this Protocol[4].(2)Accession to this Protocol shall have the effect of accession to the Convention.(3)The instruments of accession shall be deposited with the Belgian Government.Article VIII(1)This Protocol shall come into force three months after the date of the deposit of five instrumentsof ratification or accession[5].(2)For each State which ratifies this Protocol or accedes thereto after the fifth deposit,this Protocol shall come into force three months after the deposit of its instrument of ratification or accession[6].Article IX(1)Any Contracting Party may denounce this Protocol by notification to the Belgian Government.(2)The denunciation shall take effect one year after the date on which the notification has beenreceived by the Belgian Government.Article X(1)Each State may at the time of signature,ratification or accession or at any time thereafter declareby written notification to the Belgian Government which among the territories for whose international relations it is responsible,are those to which the present Protocol applies.The Protocol shall three months after the date of the receipt of such notification by the Belgian Government extend to the territories named therein,but not before the date of the coming into force of theProtocol in respect of such State.(2)This extension also shall apply to the Convention if the latter is not yet applicable to theseterritories.(3)Any Contracting Party which has made a declaration under paragraph(1)of this Article may at any time thereafter declare by notification given to the Belgian Government that the Protocol shallcease to extend to such territories.This denunciation shall take effect one year after the date on which notification thereof has been received by the Belgian Government.Article XIThe Belgian Government shall notify the signatory and acceding States of the following:1.The signatures,ratifications and accessions received in accordance with Articles V,VI and VII.2.The date on which the present Protocol will come into force in accordance with Article VIII.3.The notifications with regard to the territorial application in accordance with Article X.4.The declarations and communications made in accordance with Article II.5.The declarations made in accordance with Article IV.6.The denunciations received in accordance with Article IX.WHEREOF the undersigned,duly authorized thereto,have signed this Protocol. IN WITNESSWITNESSWHEREOFDONE at Brussels,this21st day of December1979,in the English and French languages,both texts being equally authentic,in a single copy,which shall remain deposited in the archives of the Belgian Government,which shall issue certified copies.[Signatures not reproduced here.]PROTOCOL[7]TO AMEND THE INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING,DONE AT BRUSSELS ON25AUGUST1924THE CONTRACTING PARTIES,CONSIDERING that it is desirable to amend the International Convention for the unification of certain rules of law relating to Bills of Lading,signed at Brussels on25th August1924,HAVE AGREED as follows:Article1(1)In Article3,paragraph4,shall be added:"However,proof to the contrary shall not be admissible when the Bill of Lading has beentransferred to a third party acting in good faith".(2)In Article3,paragraph6,sub-paragraph4shall be deleted and replaced by:"Subject to paragraph6bis 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 soagree after the cause of action has arisen".(3)In Article3,after paragraph6,shall be added the following paragraph6bis:"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 seized of the case.However,the time allowed shall be not less than three months,commencing from the day when the person bringing such action for indemnity has settled the claim or has beenserved with process in the action against himself".Article2Article4,paragraph5,shall be deleted and replaced by the following:"(a)Unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the Bill of Lading,neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connection with the goods in an amount exceeding the equivalent of10,000francs per package or unit or30francs per kilo of gross weight of the goodslost 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 orshould 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 used 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 purpose of this paragraph as far as these packages or units are concerned.Except as aforesaid such article of transport shall be considered the packageor unit.(d)A franc means a unit consisting of65.5milligrammes of gold of millesimal fineness900'.The date of conversion of the sum awarded into national currencies shall be governed by the law of theCourt seized of the case.(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 cause damage,or recklessly and with knowledge that damage wouldprobably result.(f)The declaration mentioned in sub-paragraph(a)of this paragraph,if embodied in the Bill ofLading,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 those 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 shipperin the Bill of Lading".Article3Between Articles4and5of the Convention shall be inserted the following Article4bis:"1.The defences and limits of liability provided for in this Convention shall apply in any action against the carrier in respect of loss or damage to goods covered by a contract of carriage whetherthe action be founded in contract or in tort.2.If such an action is brought against a servant or agent of the carrier(such servant or agent notbeing an independent contractor),such servant or agent shall be entitled to avail himself of the defences and limits of liability which the carrier is entitled to invoke under this Convention.3.The aggregate of the amounts recoverable from the carrier,and such servants and agents,shall inno case exceed the limit provided for in this Convention.4.Nevertheless,a servant or agent of the carrier shall not be entitled to avail himself of the provisions of this Article,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 damagewould probably result".Article4Article9of the Convention shall be deleted and replaced by the following:"This Convention shall not affect the provisions of any international Convention or national lawgoverning liability for nuclear damage".Article5Article10of the Convention shall be deleted and replaced by the following:"The provisions of this Convention shall apply to every Bill of Lading relating to the carriage ofgoods between ports in two different States if:(a)the Bill of Lading is issued in a Contracting State,or(b)the carriage is from a port in a Contracting State,or(c)the contract contained in or evidenced by the Bill of Lading provides that the rules of thisConvention or legislation of any State giving effect to them are to govern the contractwhatever may be the nationality of the ship,the carrier,the shipper,the consignee,or any otherinterested person.Each Contracting State shall apply the provisions of this Convention to the Bills of Ladingmentioned above.This Article shall not prevent a Contracting State from applying the rules of this Convention to Bills of Lading not included in the preceding paragraphs".Article6As between the Parties to this Protocol the Convention and the Protocol shall be read andinterpreted together as one single instrument.A Party to this Protocol shall have no duty to apply the provisions of this Protocol to Bills of Ladingissued in a State which is a Party to the Convention but which is not a Party to this Protocol.Article7As between the Parties to this Protocol,denunciation by any of them of the Convention in accordance with Article15thereof,shall not be construed in any way as a denunciation of theConvention as amended by this Protocol.Article8Any dispute between two or more Contracting Parties concerning the interpretation or application of the Convention which cannot be settled through negotiation,shall,at the request of one of them, be submitted to arbitration.If within six months from the date of the request for arbitration the Parties are unable to agree on the organization of the arbitration,any one of those Parties may refer the dispute to the International Court of Justice by request in conformity with the Statute of theCourt.Article9(1)Each Contracting Party may at the time of signature or ratification of this Protocol or accessionthereto,declare that it does not consider itself bound by Article8of this Protocol.The other Contracting Parties shall not be bound by this Article with respect to any Contracting Party havingmade such a reservation.(2)Any Contracting Party having made a reservation in accordance with paragraph1may at anytime withdraw this reservation by notification to the Belgian Government.Article10This Protocol shall be open for signature by the States which have ratified the Convention or which have adhered thereto before the23rd February1968,and by any State represented at the twelfth session(1967-1968)of the Diplomatic Conference on Maritime Law.Article11(1)This Protocol shall be ratified.(2)Ratification of this Protocol by any State which is not a Party to the Convention shall have theeffect of accession to the Convention.(3)The instruments of ratification shall be deposited with the Belgian Government.Article12(1)States,Members of the United Nations or Members of the specialized agencies of the United Nations,not represented at the twelfth session of the Diplomatic Conference on Maritime Law,mayaccede to this Protocol.(2)Accession to this Protocol shall have the effect of accession to the Convention.(3)The instruments of accession shall be deposited with the Belgian Government.Article13(1)This Protocol shall come into force three months after the date of the deposit of ten instruments of ratification or accession,of which at least five shall have been deposited by States that have eacha tonnage equal or superior to one million gross tons of tonnage.(2)For each State which ratifies this Protocol or accedes thereto after the date of deposit of the instrument of ratification or accession determining the coming into force such as is stipulated in paragraph(1)of this Article,this Protocol shall come into force three months after the deposit of itsinstrument of ratification or accession.Article14(1)Any Contracting State may denounce this Protocol by notification to the Belgian Government.(2)This denunciation shall have the effect of denunciation of the Convention.(3)The denunciation shall take effect one year after the date on which the notification has beenreceived by the Belgian Government.Article15(1)Any Contracting State may at the time of signature,ratification or accession or at any time thereafter declare by written notification to the Belgian Government which among the territories under its sovereignty or for whose international relations it is responsible,are those to which thepresent Protocol applies.The Protocol shall three months after the date of the receipt of such notification by the Belgian Government extend to the territories named therein,but not before the date of the coming into forceof the Protocol in respect of such State.(2)This extension also shall apply to the Convention if the latter is not yet applicable to thoseterritories.(3)Any Contracting State which has made a declaration under paragraph(1)of this Article may at any time thereafter declare by notification given to the Belgian Government that the Protocol shall cease to extend to such territory.This denunciation shall take effect one year after the date on which notification thereof has been received by the Belgian Government;it also shall apply to theConvention.Article16The Contracting Parties may give effect to this Protocol either by giving it the force of law or by including in their national legislation in a form appropriate to that legislation the rules adoptedunder this Protocol.Article17The Belgian Government shall notify the States represented at the twelfth session(1967-1968)of the Diplomatic Conference on Maritime Law,the acceding States to this Protocol,and the StatesParties to the Convention,of the following:1.The signatures,ratifications and accessions received in accordance with Articles10,11and12.2.The date on which the present Protocol will come into force in accordance with Article13.3.The notifications with regard to the territorial application in accordance with Article 15.4.The denunciations received in accordance with Article 14.IN WITNESS WITNESSWHEREOFWHEREOF the undersigned Plenipotentiaries,duly authorized,have signed this Protocol.DONE at Brussels,this 23rd day of February 1968,in the French and English languages,both textsbeing equally authentic,in a single copy,which shall remain deposited in the archives of theBelgian Government,which shall issue certified copies.[Signatures not reproduced here.][1]Known as the SDR Protocol.[2]Known as The Hague Rules.ATS 1956No.2UKTS 1931No.17(Cmd.3806);LNTS 120p.155.[3]Known as the Visby Rules.For text see page 6.[4]Instrument of accession deposited for Australia 16July 1993,together with the followingstatement:"Australia hereby expresses its intention not to be considered,in relation to any state,as a party to the International Convention for the Unification of certain Rules of Law relating to Bills of Lading,done at Brussels on August 25,1924,in its unamended form,or to that Convention as amended bythe Protocol to amend that Convention,done at Brussels on February 23,1968."[5]The Protocol entered into force generally 14February 1984.[6]The Protocol entered into force for Australia 16October 1993.。
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统一提单的若干法律规则的国际公约（1924年8月22日订于布鲁塞尔，1924年8月25日颁布，1942年8月25日实施）INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING(“HAGUE RULES”), AND PROTOCOL OF SIGNATURE(Brussels, 25 August 1924)The President of the German Republic, the President of the Argentine Republic, His Majesty the King of the Belgians, the President of the Republic of Chile, the President of the Republic of Cuba, His Majesty the King of Denmark and Iceland, His Majesty the King of Spain, the Head of the Estonian State, the President of the United States of America, the President of the Republic of Finland, the President of the French Republic, His Majesty the King of the United Kingdom of Great Britain and Ireland and of the British Dominions beyond the Seas, Emperor of India, His Most Supreme Highness the Governor of the Kingdom of Hungary, His Majesty the King of Italy, His Majesty the Emperor of Japan, the President of the Latvian Republic, the President of the Republic of Mexico, His Majesty the King of Norway, Her Majesty the Queen of the Netherlands, the President of the Republic of Peru, the President of the Polish Republic, the President of the Portuguese Republic, His Majesty the King of Romania, His Majesty the King of the Serbs, Croats and Slovenes, His Majesty the King of Sweden, and the President of the Republic of Uruguay,HAVING RECOGNIZED the utility of fixing by agreement certain uniform rules of law relating to bills of lading,HAVE DECIDED to conclude a convention with this object and have appointed the following Plenipotentiaries:WHO, duly authorized thereto, have agreed as follows:第一条Article 1本公约所用下列各词，涵义如下：In this Convention the following words are employed with the meanings set out below:(a) “承运人”包括与托运人订有运输合同的船舶所有人或租船人。
(a) "Carrier" includes the owner or the charterer who enters into a contract of carriage with a shipper.(b) “运输合同”仅适用于以提单或任何类似的物权凭证进行有关海上货物运输的合同；在租船合同下或根据租船合同所签发的提单或任何物权凭证，在它们成为制约承运人与凭证持有人之间的关系准则时，也包括在内。
(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 sea, 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) “货物”包括货物、制品、商品和任何种类的物品，但活牲畜以及在运输合同上载明装载于舱面上并且已经这样装运的货物除外。
(c) "Goods" includes goods, wares, merchandise and articles of every kind whatsoever except live animals and cargo which by the contract of carriage in stated as being carried on deck and is so carried.(d) “船舶”是指用于海上货物运输的任何船舶。
(d) "Ship" means any vessel used for the carriage of goods by sea.“货物运输”是指自货物装上船时起，至卸下船时止的一段期间。
(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.第二条Article 2除遵照第六条规定外，每个海上货物运输合同的承运人，对有关货物的装载、搬运、积载、运送、保管、照料和卸载，都应按照下列规定承担责任和义务，并享受权利和豁免。
Subject to the provisions of Article 6, under every contract of carriage of goods by sea the carrier, in relation to the loading, handling, stowage, carriage, custody, care and discharge of such goods, shall be subject to the responsibilities and liabilities, and entitled to the rights and immunities hereinafter set forth.第三条Article 31．承运人须在开航前和开航时谨慎处理：1. The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to:(a) 使船舶适航；(a) Make the ship seaworthy.(b) 适当地配备船员、装备船舶和供应船舶；(b) Properly man, equip and supply the ship.(c) 使货舱、冷藏舱和该船其他载货处所能适宜和安全地收受、运送和保管货物。
(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 preservation.2．除遵照第四条规定外，承运人应适当和谨慎地装卸、搬运、积载、运送、保管、照料和卸载所运货物。
2. Subject to the provisions of Article 4, the carrier shall properly and carefully load, handle, stow, carry, keep, care for, and discharge the goods carried.3．承运人或船长或承运人的代理人在收受货物归其照管后，经托运人的请求，应向托运人签发提单，其上载明下列各项：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) 与开始装货前由托运人书面提供者相同的、为辨认货物所需的主要标志，如果这项标志是以印戳或其他方式标示在不带包装的货物上，或在其中装有货物的箱子或包装物上，该项标志通常应在航程终了时仍能保持清晰可认。
(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 otherwise shown clearly upon the goods if uncovered, or on the cases or coverings in which such goods are contained, in such a manner as should ordinarily remain legible until the end of the voyage.(b) 托运人用书面提供的包数或件数，或数量，或重量。