汉堡规则
汉堡规则
For personal use only in study andresearch; not for commercial use汉堡规则《汉堡规则》的全称为1978年《联合国海上货物运输公约》。
第二次世界大战以后，发展中国家在国际事务中的作用逐步提高，1976年在贸易法委员会召开的第9次会议上通过了《汉堡规则》最后草案的修正案。
1978年3月，该公约在联合国海上货物运输公约外交会议上正式通过。
《汉堡规则》已于1992年11月生效。
公约的主要内容有：1.承运人的责任基础。
《汉堡规则》在承运人的责任基础上采用了完全的过失责任制。
《海牙规则》和《汉堡规则》规定的承运人的责任均为过失责任，但由于《海牙规则》有关于承运人航行过失免责的规定，因此是一种不完全的过失责任制。
《汉堡规则》取消了承运人对航行过失的免责，因而是完全的过失责任制。
同时，《汉堡规则》还采用了推定过失责任制，即在货损发生后，先推定承运人有过失，如承运人主张自己无过失，则必须承担举证的责任。
2.承运人的免责。
《汉堡规则》取消了承运人对船长、船员等在驾驶船舶或管理船舶及火灾中的过失免责。
但在火灾的举证责任上进行了妥协。
依《汉堡规则》的规定：承运人对火灾所引起的灭失、损坏或延迟交付负赔偿责任，但索赔人需证明承运人、其受雇人或代理人有过失。
然而，由于货物在承运人的掌管之下，特别是当船舶在航行途中时发生的火灾，货方是很难举证的。
因而，可以说承运人仍然可以间接享受到火灾的免责。
3.承运人延迟交货的责任。
《海牙规则》没有规定延迟交货的责任，《汉堡规则》规定了承运人应对延迟交货负责。
延迟交货指未在约定的时间内交付，或在无约定的情况下，未在合理的时间内交付。
承运人对延迟交货的赔偿责任限额为迟交货物应付运费的2.5倍，但不应超过应付运费的总额。
4.承运人的责任期间。
《海牙规则》规定的责任期间一般理解为“钩至钩”期间，有时承运人是在陆上收受货物，并在陆上仓库向收货人交货的，在收受货物至装船及卸下货物至交付这两个期间中，货物是在承运人的掌管之下，而依《海牙规则》，承运人对装船前和卸货后的货损又不负责任。
论述汉堡规则
论述汉堡规则汉堡规则，也称为虚拟规则、金字塔规则、汉堡状规则，指的是在写作文章或设计布局中，将内容结构化成层级的一种方式。
这种方式以汉堡包的构造为参考，将文章或设计分为三个主要部分：开头和结尾作为“面包层”，中间部分作为“肉饼层”。
汉堡规则最早由数位设计师提出，并广泛应用于网页设计、广告设计以及文章写作中。
汉堡规则的主要结构可分为三个层次：1.开头和结尾（面包层）：开头和结尾是文章或设计的外部包装，起到引人入胜和呼应主题的作用。
开头部分主要是吸引读者或观众的注意力，引发他们的兴趣，概括性地介绍文章或设计的主题。
结尾部分则是对整篇文章或设计的总结和结束，强化主题和给与读者一个完整的结论。
2.中间部分（肉饼层）：中间部分是整个文章或设计的主体内容，也是最为详尽和具体的部分。
在这一层次中，作者或设计师应该提供详细的信息、数据和论证，并展开主题的相关观点和论点。
该部分的目的是为了让读者或观众深入了解和理解主题，同时提供足够的支持和证据来支持观点。
3.连接层次：除了开头和结尾以及中间的具体内容，汉堡规则还强调不同层次之间的流畅连接。
在文章或设计中，过渡句和过渡段落被用来引导读者或观众从一个部分到另一个部分，使整个作品具有连贯性和逻辑性。
这种连接层次的存在，可以使整个作品更易于阅读和理解，同时增强信息的传达效果。
汉堡规则的主要作用是使文章或设计更具有结构和逻辑性，增强读者或观众的阅读或观赏体验。
通过明确的层级结构和过渡连接，汉堡规则可以帮助作者或设计师更好地组织内容，使之更易理解和吸引人。
此外，它还可以帮助读者或观众更好地理解和记忆文章或设计的主题和重点。
在网页设计中，汉堡规则通常被用来设计导航菜单。
通过将主菜单隐藏在一个汉堡图标中，可以将界面保持简洁，同时保留了更多的屏幕空间。
用户只需点击汉堡图标，就可以展开或折叠导航菜单。
这种设计方式非常适合移动设备，因为它可以节省屏幕空间，并提供方便的导航体验。
汉堡规则也有一些争议。
汉堡规则(中文版)
1978年联合国海上货物运输公约（汉堡规则）本公约各缔约国，认识到需要通过协议确定关于海上货物运输若干规则，为此目的决定缔结一个公约，协议如下：第一部分总则第一条定义在本公约内：１．"承运人"是指其本人或以其名义与托运人定立海上货物运输合同的任何人。
２．"实际承运人"是指受承运人委托执行货物运输或部分货物运输的任何人，包括受委托执行这项运输的其他任何人。
３．"托运人"是指其本人或以其名义或代其与承运人订立海上货物运输合同的任何人或指其本人或以其名义或代其将货物实际交付给海上货物运输合同有关的承运人的任何人。
４．"收货人"是指有权提取货物的人。
５．"货物"包括活动物，凡货物拼装在集装箱、货盘或类似的运输器具内，或者货物是包装的，而这种运输器具或包装是由托运人提供的，则"货物"包括它们在内。
６．"海上运输合同"是指承运人收取运费，据以承担由海上将货物从一港运至另一港的任何合同；但是，一个既包括海上运输，又包括某些其他方式运输的合同，则仅其有关海上运输的范围，才视为本公约所指的海上运输合同。
７．"提单"是指一种用以证明海上运输合同和货物由承运人接管或装船，以及承运人据以保证交付货物的单证。
单证中关于货物应交付指定收货人或按指示交付，或交付提单持有人的规定，即构成了这一保证。
８．"书面"除其他方式外，包括电报和电传。
第二条适用范围１．本公约的各项规定适用于两个不同国家间的所有海上运输合同，如果：（ａ）海上运输合同所规定的装货港位于一个缔约国内，或（ｂ）海上运输合同所规定的卸货港位于一个缔约国内，或（ｃ）海上运输合同所规定的备选卸货港之一为实际卸货港，并且该港位于一个缔约国内，或（ｄ）提单或证明海上运输合同的其他单证是在一个缔约国内签发的，或（ｅ）提单或证明海上运输合同的其他单证规定，本公约各项规定或实行本公约的任何国家的立法，应约束该合同。
海牙规则(Hague)、海牙-维斯比规则(HagueVisby)、汉堡规则(Hamburg)的区别
从《海牙规则》到《汉堡规则》有关提单的国际公约在内容上发生了质的变化，对当事各方利益的保护更加合理，也适应了不断发展的航运技术的要求。
总的来讲，这三个国际公约实质上的区别主要在以下几个方面：一、承运人的责任基础不同《海牙规则》由于在当时的历史背景下，船东的强大势力和航运技术条件的限制决定了《海牙规则》对承运人的要求不会十分严格，因此《海牙规则》对承运人责任基础采用了“不完全过失原则”。
《维斯比规则》对这点没加任何修订。
《汉堡规则》则将其改为了“推定的完全过失原则”。
所谓“过失原则”是指有过失即负责，无过失即不负责，一般国家的民法多采用这一原则为基础。
《海牙规则》总的规定也是要求承运人对自己的过失承担责任，但同时又规定“船长、船员、引航员或承运人的雇佣人员在驾驶或管理船舶上的行为、疏忽或不履行契约”可以要求免责（也是《海牙规则》遭非议最多的条款），即有过失也无须负责，因此，《海牙规则》被认为采用的是不完全过失原则。
比起过失原则，这种责任制度虽然对承运人网开一面，但在当时的历史条件下还是有着明显的进步意义的。
《汉堡规则》的立场则严格得多，它不仅以是否存在过失来决定承运人是否负责，而且规定举证责任也要由承运人承担，即第五条规定的“除非承运人证明他本人，其受雇人或代理人为避免该事故发生及其后果已采取了一切所能合理要求的措施，否则承运人应对货物灭失或损坏或延迟交货所造成的损失负赔偿责任……。
”这样承运人的责任大大加重了。
二、承运人的最高责任赔偿限额不同首先，从《海牙规则》到《汉堡规则》依次提高了对每单位货物的最高赔偿金额。
《海牙规则》规定船东或承运人对货物或与货物有关的灭失或损坏的赔偿金额不超过每件或每单位100英镑或相当于100英镑的等值货币。
《维斯比规则》将最高赔偿金额提高为每件或每单位10000金法郎或按灭失或受损货物毛重计算，每公斤30金法郎，两者以较高金额的为准。
同时明确一个金法郎是一个含有66.5毫克黄金，纯度为千分之九百的单位。
《汉堡规则》(HamburgRules)
《汉堡规则》（Hamburg Rules）《汉堡规则》（Hamburg Rules）是《联合国海上货物运输公约》（United Nations Conventiononthe Carriage of GoodsbySea，1978）的简称。
于1978年3月6日至31日在德国汉堡举行由联合国主持的由78国代表参加的海上货物运输大会讨论通过，于1992年11月1日生效。
截至1996年10月，共有成员国25个，其中绝大数为发展中国家，占全球外贸船舶吨位数90％的国家都未承认该规则。
一、制定《汉堡规则》的背景《海牙规则》是本世纪20年代的产物，曾发挥它应有的作用，随着国际贸易和海运的发展，要求修改《海牙规则》的呼声不断，对其进行修改已在所难免。
如何进行修改，两种思路导致了两种不同的结果。
一种是以英国、北欧等海运发达国家的船方利益为代表，由国际海事委员负责起草修改，最终导致《海牙――维斯比规则》产生。
对《海牙规则》的一些有益修改，对维护在《海牙规则》基础上的船货双方利益起了一定的积极作用。
另一种思路来自广大的发展中国家，代表了货主的利益，提出彻底修改《海牙规则》的要求日益高涨，联合国贸易和发展会议的航运委员会于1969年4月的第三届会议上设立了国际航运立法工作组，研究提单的法律问题。
工作组在1971年2月，国际航运立法工作组召开的第二次会议上作出两项决议：第一，对《海牙规则》和《维斯比规则》进行修改，必要时制定新的国际公约；第二，在审议修订上述规则时，应清除规则含义不明确之处，建立船货双方平等分担海运货物风险的制度。
后来，此项工作移交给联合国国际贸易法委员会。
该委员会下设的国际航运立法工作组，于1976年5月完成起草工作，并提交1978年3月6日至31日在德国汉堡召开的有78个国家代表参加的联合国海上货物运输公约外交会议审议，最后通过了《1978年联合国海上货物运输公约》。
由于这次会议是在汉堡召开的，所以这个公约又称为《汉堡规则》。
汉堡规则中文版
〖颁布日期〗 1978/03/31〖实施日期〗 1978/03/311978年联合国海上货物运输公约（汉堡规则）序言本公约各缔约国，认识到需要通过协议确定关于海上货物运输若干规则，为此目的决定缔结一个公约，协议如下：第一部分总则第一条定义在本公约内：１．“承运人”是指其本人或以其名义与托运人定立海上货物运输合同的任何人。
２．“实际承运人”是指受承运人委托执行货物运输或部分货物运输的任何人，包括受委托执行这项运输的其他任何人。
３．“托运人”是指其本人或以其名义或代其与承运人订立海上货物运输合同的任何人或指其本人或以其名义或代其将货物实际交付给海上货物运输合同有关的承运人的任何人。
４．“收货人”是指有权提取货物的人。
５．“货物”包括活动物，凡货物拼装在集装箱、货盘或类似的运输器具内，或者货物是包装的，而这种运输器具或包装是由托运人提供的，则“货物”包括它们在内。
６．“海上运输合同”是指承运人收取运费，据以承担由海上将货物从一港运至另一港的任何合同；但是，一个既包括海上运输，又包括某些其他方式运输的合同，则仅其有关海上运输的范围，才视为本公约所指的海上运输合同。
７．“提单”是指一种用以证明海上运输合同和货物由承运人接管或装船，以及承运人据以保证交付货物的单证。
单证中关于货物应交付指定收货人或按指示交付，或交付提单持有人的规定，即构成了这一保证。
８．“书面”除其他方式外，包括电报和电传。
第二条适用范围１．本公约的各项规定适用于两个不同国家间的所有海上运输合同，如果：（ａ）海上运输合同所规定的装货港位于一个缔约国内，或（ｂ）海上运输合同所规定的卸货港位于一个缔约国内，或（ｃ）海上运输合同所规定的备选卸货港之一为实际卸货港，并且该港位于一个缔约国内，或（ｄ）提单或证明海上运输合同的其他单证是在一个缔约国内签发的，或（ｅ）提单或证明海上运输合同的其他单证规定，本公约各项规定或实行本公约的任何国家的立法，应约束该合同。
汉堡规则 百度百科
汉堡规则是联合国海上货物运输公约（United Nations Convention on the Carriage of Goods by Sea，1978）的简称。
于1978年3月6日至31日在德国汉堡举行由联合国主持的由78国代表参加的海上货物运输大会讨论通过，于1992年11月1日生效。
截至1996年10月，共有成员国25个，其中绝大数为发展中国家，占全球外贸船舶吨位数90％的国家都未承认该规则。
制定背景海牙规则是本世纪20年代的产物，曾发挥它应有的作用，随着国际贸易和海运的发展，要求修改海牙规则的呼声不断，对其进行修改已在所难免。
如何进行修改，两种思路导致了两种不同的结果。
一种是以英国、北欧等海运发达国家的船方利益为代表，由国际海事委员负责起草修改，最终导致海牙―― 维斯比规则产生。
对海牙规则的一些有益修改，对维护在海牙规则基础上的船货双方利益起了一定的积极作用。
另一种思路来自广大的发展中国家，代表了货主的利益，提出彻底修改海牙规则的要求日益高涨，联合国贸易和发展会议的航运委员会于1969年4月的第三届会议上设立了国际航运立法工作组，研究提单的法律问题。
工作组在1971年2月，国际航运立法工作组召开的第二次会议上作出两项决议：第一，对海牙规则和维斯比规则进行修改，必要时制定新的国际公约；第二，在审议修订上述规则时，应清除规则含义不明确之处，建立船货双方平等分担海运货物风险的制度。
后来，此项工作移交给联合国国际贸易法委员会。
该委员会下设的国际航运立法工作组，于1976年5月完成起草工作，并提交1978年3月6日至31日在德国汉堡召开的有78个国家代表参加的联合国海上货物运输公约外交会议审议，最后通过了1978年联合国海上货物运输公约。
由于这次会议是在汉堡召开的，所以这个公约又称为汉堡规则。
根据汉堡规则的生效条件规定：“本公约自第二十份批准书、接受书、认可书或加入书交存之日起满一年后的次月第一日生效。
汉堡规则资料
02
汉堡规则的基本内容
棋盘与棋子的摆放
棋盘
棋子
• 汉堡规则规定的棋盘为8x8的格子，共有64个格子
• 国际象棋共有32个棋子，分为黑白两方
• 棋盘上的格子分为黑白两色，棋子按颜色摆放
• 每方有1个国王、1个后、2个车、2个马、2个象和8个兵
• 棋子按照特定的顺序摆放，国王位于棋盘中央，其他棋
子按等级和类型排列
有利于棋手之间的交流和竞技
• 简化了象棋规则，使其更容易学习和掌握
02
促进发展
• 汉堡规则推动了国际象棋在不同国家和地区的传播和发
展
• 提高了国际象棋的竞技水平和国际影响力
03
战术策略
• 汉堡规则保持了象棋的战术和策略多样性，提高了比赛
的观赏性
• 为棋手提供了更多的战术和策略选择，丰富了国际象棋
的内涵
• 棋手需要熟练掌握汉堡规则下的各种战术和策略
挑战
• 汉堡规则下的象棋比赛竞争激烈，棋手需要面对各种挑战
• 棋手需要在比赛中不断调整和优化自己的战术和策略
05
汉堡规则的优缺点分析
汉堡规则的优势与特点
优势
• 汉堡规则为国际象棋比赛提供了一个统一的规则体系，有利于棋手之间的交流和
竞技
• 简化了象棋规则，使其更容易学习和掌握
• 简化象棋规则，使其更容易学习和掌握
• 保持象棋的战术和策略多样性，提高比赛的观赏性
汉堡规则的发展历程
创立初期
• 19世纪末，德国汉堡的一位国际象棋爱好者奥托·恩斯特·内尔提出
了汉堡规则
• 汉堡规则最初只在小范围内传播，并未得到广泛认可
发展阶段
• 20世纪初，汉堡规则逐渐受到更多国家和地区的棋手和组织的关注
承运人无单放货 汉堡规则
承运人无单放货汉堡规则汉堡规则（Hamburg Rules）是联合国国际贸易法委员会于1978年通过的《国际货物运输合同中的船舶责任规则》的修订版本。
该规则主要涉及承运人无单放货的相关规定。
在国际贸易中，货物的运输合同扮演着至关重要的角色，而承运人无单放货则是其中的一个重要问题。
我们来了解一下什么是承运人无单放货。
在国际贸易中，承运人是指运输货物的船舶、航空公司、铁路公司等。
根据传统的国际贸易惯例，承运人通常要求货主提供货物的提单（Bill of Lading）作为运输合同的凭证。
然而，在实际操作中，由于各种原因，承运人有时会在没有货物提单的情况下放货。
这种情况下，承运人就被称为“无单放货”。
汉堡规则对承运人无单放货做出了明确的规定。
根据该规则，承运人在无单放货时需要承担相应的责任。
首先，承运人需要对货物的损坏、延误或丢失承担责任。
其次，承运人需要向货主支付货物价值的赔偿金。
这些规定的出台，旨在保护货主的权益，防止承运人的滥用行为。
然而，汉堡规则也引发了一些争议。
一方面，一些承运人认为该规则过于偏向货主，对承运人的责任过重。
另一方面，一些货主则认为该规则仍然不足以保护他们的权益，特别是在货物价值较高或货物性质特殊的情况下。
为了解决这些争议，国际社会不断努力完善相关的国际规则。
例如，国际海事组织（IMO）和国际商会（ICC）等机构都在努力推动国际货物运输规则的统一和标准化。
同时，一些国家也在加强对承运人的监管，确保其遵守相关的合同规定和国际法律。
除了国际层面的努力，各个国家和地区也在制定自己的承运人无单放货规定。
例如，中国的《中华人民共和国海商法》对承运人无单放货做出了明确的规定，要求承运人在无单放货时向货主支付一定的赔偿金。
总的来说，承运人无单放货是国际贸易中的一个重要问题。
汉堡规则的出台为解决这个问题提供了一个基本的框架，但仍然需要进一步完善和改进。
同时，各个国家和地区也需要加强监管，确保承运人履行其责任，保护货主的权益。
汉堡规则全文
《汉堡规则》1978年联合国海上货物运输公约（汉堡规则）本公约各缔约国，认识到需要通过协议确定关于海上货物运输若干规则，为此目的决定缔结一个公约，协议如下：第一部分总则第一条定义在本公约内：１．"承运人"是指其本人或以其名义与托运人定立海上货物运输合同的任何人。
２．"实际承运人"是指受承运人委托执行货物运输或部分货物运输的任何人，包括受委托执行这项运输的其他任何人。
３．"托运人"是指其本人或以其名义或代其与承运人订立海上货物运输合同的任何人或指其本人或以其名义或代其将货物实际交付给海上货物运输合同有关的承运人的任何人。
４．"收货人"是指有权提取货物的人。
５．"货物"包括活动物，凡货物拼装在集装箱、货盘或类似的运输器具内，或者货物是包装的，而这种运输器具或包装是由托运人提供的，则"货物"包括它们在内。
６．"海上运输合同"是指承运人收取运费，据以承担由海上将货物从一港运至另一港的任何合同；但是，一个既包括海上运输，又包括某些其他方式运输的合同，则仅其有关海上运输的范围，才视为本公约所指的海上运输合同。
７．"提单"是指一种用以证明海上运输合同和货物由承运人接管或装船，以及承运人据以保证交付货物的单证。
单证中关于货物应交付指定收货人或按指示交付，或交付提单持有人的规定，即构成了这一保证。
８．"书面"除其他方式外，包括电报和电传。
第二条适用范围１．本公约的各项规定适用于两个不同国家间的所有海上运输合1同，如果：（ａ）海上运输合同所规定的装货港位于一个缔约国内，或（ｂ）海上运输合同所规定的卸货港位于一个缔约国内，或（ｃ）海上运输合同所规定的备选卸货港之一为实际卸货港，并且该港位于一个缔约国内，或（ｄ）提单或证明海上运输合同的其他单证是在一个缔约国内签发的，或（ｅ）提单或证明海上运输合同的其他单证规定，本公约各项规定或实行本公约的任何国家的立法，应约束该合同。
汉堡规则对灭失或损害货物的计量方法
汉堡规则对灭失或损害货物的计量方法汉堡规则，也称为《国际货物运输公约》，是国际贸易中常用的货物损失和损害计量规则。
该规则对于计量货物损失和损害的方法，提供了一种统一和公平的标准，以便在货物运输中的纠纷解决中进行补偿。
根据汉堡规则，货物损失和损害的计量方法主要分为两种：可见损失和不可见损失。
首先，可见损失是指可以在货物运输中直接观察到的损害。
这些损害包括物理上的破损、变形、污染、丢失等。
对于可见损失的计量，通常需要进行实地检查，并记录损害的具体情况、数量和价值。
在汉堡规则中，提供了类似“不严重”，“严重”和“全部毁灭”的等级，以便评估损害的程度和补偿的金额。
其次，不可见损失是指无法直接观察到的损害，例如货物的品质、内部结构的破坏、食品变质等。
对于不可见损失的计量，需要进行更具体的分析和测试。
例如，对于食品变质的情况，可能需要进行化验，以确定货物是否仍符合原有的质量标准。
对于这种类型的损害，汉堡规则要求货物的寄售人和承运人共同承担责任，并根据损害的程度进行适当的赔偿。
此外，汉堡规则还规定了一些特殊情况下的计量方法。
例如，对于一些易损货物，如鲜花或易碎物品，汉堡规则允许将损失视为全部毁灭，并直接给予全额赔偿。
对于一些高价值的货物，如珠宝或艺术品，汉堡规则还允许通过其市场价值来计算损失或损害的金额。
汉堡规则对于货物损失和损害的计量方法，提供了一种公正和统一的标准，以确保在货物运输中的纠纷解决中，受损害方能够得到合理的赔偿。
通过使用这些计量方法，可以更准确地确定损失或损害的程度，并为受害方提供适当的赔偿，从而增加了国际货物贸易的可信度和可持续发展。
汉堡规则全文
《汉堡规则》1978年联合国海上货物运输公约(汉堡规则)本公约各缔约国,认识到需要通过协议确定关于海上货物运输若干规则,为此目得决定缔结一个公约,协议如下:第一部分总则第一条定义在本公约内:１."承运人"就是指其本人或以其名义与托运人定立海上货物运输合同得任何人。
２."实际承运人"就是指受承运人委托执行货物运输或部分货物运输得任何人,包括受委托执行这项运输得其她任何人。
３."托运人"就是指其本人或以其名义或代其与承运人订立海上货物运输合同得任何人或指其本人或以其名义或代其将货物实际交付给海上货物运输合同有关得承运人得任何人。
４."收货人"就是指有权提取货物得人。
５."货物"包括活动物,凡货物拼装在集装箱、货盘或类似得运输器具内,或者货物就是包装得,而这种运输器具或包装就是由托运人提供得,则"货物"包括它们在内。
６."海上运输合同"就是指承运人收取运费,据以承担由海上将货物从一港运至另一港得任何合同;但就是,一个既包括海上运输,又包括某些其她方式运输得合同,则仅其有关海上运输得范围,才视为本公约所指得海上运输合同。
７."提单"就是指一种用以证明海上运输合同与货物由承运人接管或装船,以及承运人据以保证交付货物得单证。
单证中关于货物应交付指定收货人或按指示交付,或交付提单持有人得规定,即构成了这一保证。
８."书面"除其她方式外,包括电报与电传。
第二条适用范围１.本公约得各项规定适用于两个不同国家间得所有海上运输合同,如果:(ａ)海上运输合同所规定得装货港位于一个缔约国内,或(ｂ)海上运输合同所规定得卸货港位于一个缔约国内,或(ｃ)海上运输合同所规定得备选卸货港之一为实际卸货港,并且该港位于一个缔约国内,或(ｄ)提单或证明海上运输合同得其她单证就是在一个缔约国内签发得,或(ｅ)提单或证明海上运输合同得其她单证规定,本公约各项规定或实行本公约得任何国家得立法,应约束该合同。
汉堡规则下承运人的责任基础
汉堡规则下承运人的责任基础
汉堡规则
1. 承运人的责任：
a. 对货物的安全负责，负担运输过程中的危险；
b. 保证装运的货物的数量、质量及方式，承担货物的损坏风险；
c. 负责货物运输到指定的目的地；
d. 根据货主的要求，提供相应的服务，并且承担货物中丢失或损坏任何物品的赔偿责任；
e. 保证在规定的运输时间内完成货物的装运和运输；
f.保证运输条款和条件充分得到执行。
2. 守法：
承运人在承运过程中需遵守相应的《海关法》、《海关税法》、《航海法》等司法法律，维护国家权威。
3. 全力保护客户的利益：
承运人在运输期间要全力保护货物，做到装运随即运输，及时准确且平稳地将货物运输到指定的地点去。
4. 承运贯彻公平、合理的原则：
承运人不会因任何额外费用而影响其他客户，以便维护货物本身的安全，确保运输条款和条件的合理性、平等、公平及公正。
5. 严格按照规章制度执行：
承运人会严格执行《关于承运货物的某些法律法规》规定的条款和条件，在合同中承担责任，实施和执行货物运输服务。
比较关于海上货物运输合同的四个国际公约(3篇)
第1篇一、《海牙规则》（Hague Rules）《海牙规则》全称为《统一提单的若干法律规则的国际公约》，于1924年制定，是国际上最早的关于海上货物运输合同的公约。
以下是《海牙规则》的主要内容：1. 责任期间：承运人的责任期间从货物装上船开始，到卸下船结束。
2. 免责条款：承运人对于由于天灾、战争、公敌行为、罢工等不可抗力因素导致的货物损失，不负责任。
3. 限制赔偿：承运人对货物的赔偿金额不超过每件或每单位100英镑。
二、《维斯比规则》（Visby Rules）《维斯比规则》是《海牙规则》的修正案，于1968年制定。
以下是《维斯比规则》的主要内容：1. 承运人责任期间：与《海牙规则》相同。
2. 免责条款：增加了火灾免责条款，并放宽了不可抗力免责的范围。
3. 限制赔偿：将每件或每单位赔偿金额提高至100金法郎。
4. 提单条款：允许承运人在提单中增加或删除条款，但不得违反公约规定。
三、《汉堡规则》（Hamburg Rules）《汉堡规则》全称为《联合国海上货物运输公约》，于1978年制定。
以下是《汉堡规则》的主要内容：1. 责任期间：承运人的责任期间从货物装上船开始，到卸下船结束，并包括在装船和卸船过程中的时间。
2. 免责条款：与《海牙规则》相比，免责条款减少，并强调承运人应尽合理谨慎的义务。
3. 限制赔偿：赔偿金额不再限制，由双方协商确定。
4. 提单条款：承运人不得在提单中免除或限制公约规定的责任。
四、《鹿特丹规则》（Rotterdam Rules）《鹿特丹规则》全称为《联合国关于国际货物运输合同的联合国国际货物运输公约》，于2008年制定。
以下是《鹿特丹规则》的主要内容：1. 责任期间：承运人的责任期间从货物交承运人开始，到交付收货人结束。
2. 免责条款：与《汉堡规则》相比，免责条款有所减少，并强调承运人应尽合理谨慎的义务。
3. 限制赔偿：赔偿金额不再限制，由双方协商确定。
4. 提单条款：承运人不得在提单中免除或限制公约规定的责任。
汉堡规则的主要内容
汉堡规则的主要内容引言汉堡规则（Hamburger Rules）是一种用于文档编写和编辑的规则和原则。
它旨在帮助作者和编辑者创建清晰、易于理解和易于编辑的文档。
本文将全面、详细地探讨汉堡规则的主要内容，包括规则的来源、作用和具体要求。
规则的来源汉堡规则最早由美国新闻学会（American Society of News Editors）提出，后来被广泛应用于新闻报道和其他各种文档的编写和编辑中。
该规则的名称源于美国汉堡王（Burger King）的标志性产品——汉堡包，通过对文档的结构进行类比，使其更易于理解和编辑。
规则的作用汉堡规则的主要作用是提高文档的可读性和可编辑性，帮助读者更轻松地理解文档的内容，并帮助作者和编辑者更好地组织和编辑文档。
规则的具体要求汉堡规则的具体要求如下： 1. 文档应具有明确的主题和中心思想。
即文档应该有一个清晰的主旨，并围绕主旨展开。
2. 文档应采用倒置金字塔结构。
即将最重要的信息放在文档开头，然后逐渐向下递减重要性。
3. 标题应简明扼要，能够准确概括文档的内容。
标题应该具有吸引力，能够吸引读者的眼球。
4. 文档应根据不同的观众编写不同版本。
即对于不同的读者群体，文档可以有不同的版本，并根据读者的需求和背景调整内容和语言风格。
正文的结构正文部分根据汉堡规则的要求，可以分为以下几个层次和部分：1. 引言引言部分对汉堡规则的来源和作用进行介绍，说明本文的目的和结构。
2. 汉堡规则的来源在这一部分，我们将详细介绍汉堡规则的来源，包括由美国新闻学会提出的背景和意义。
3. 汉堡规则的作用这一部分将深入探讨汉堡规则的主要作用，包括提高可读性和可编辑性的具体效果，并给出实际的案例和证据。
4. 汉堡规则的具体要求在这一部分，我们将逐个分析汉堡规则的具体要求，并对每一条要求进行解释和举例说明。
4.1 文档的主题和中心思想这一小节将详细介绍文档主题的选择和中心思想的确定方法，并给出一些实际的案例。
《汉堡规则》(Hamburg Rules).doc
《汉堡规则》（Hamburg Rules）-《汉堡规则》（Hamburg Rules）是《联合国海上货物运输公约》（United Nations Conventiononthe Carriage of GoodsbySea，1978）的简称。
于1978年3月6日至31日在德国汉堡举行由联合国主持的由78国代表参加的海上货物运输大会讨论通过，于1992年11月1日生效。
截至1996年10月，共有成员国25个，其中绝大数为发展中国家，占全球外贸船舶吨位数90％的国家都未承认该规则。
一、制定《汉堡规则》的背景《海牙规则》是本世纪20年代的产物，曾发挥它应有的作用，随着国际贸易和海运的发展，要求修改《海牙规则》的呼声不断，对其进行修改已在所难免。
如何进行修改，两种思路导致了两种不同的结果。
一种是以英国、北欧等海运发达国家的船方利益为代表，由国际海事委员负责起草修改，最终导致《海牙――维斯比规则》产生。
对《海牙规则》的一些有益修改，对维护在《海牙规则》基础上的船货双方利益起了一定的积极作用。
另一种思路来自广大的发展中国家，代表了货主的利益，提出彻底修改《海牙规则》的要求日益高涨，联合国贸易和发展会议的航运委员会于1969年4月的第三届会议上设立了国际航运立法工作组，研究提单的法律问题。
工作组在1971年2月，国际航运立法工作组召开的第二次会议上作出两项决议：第一，对《海牙规则》和《维斯比规则》进行修改，必要时制定新的国际公约；第二，在审议修订上述规则时，应清除规则含义不明确之处，建立船货双方平等分担海运货物风险的制度。
后来，此项工作移交给联合国国际贸易法委员会。
该委员会下设的国际航运立法工作组，于1976年5月完成起草工作，并提交1978年3月6日至31日在德国汉堡召开的有78个国家代表参加的联合国海上货物运输公约外交会议审议，最后通过了《1978年联合国海上货物运输公约》。
由于这次会议是在汉堡召开的，所以这个公约又称为《汉堡规则》。
汉堡规则（中英文对照）
United Nations Convention on the Carriageof Goods by Sea("Hamburg Rules")(Hamburg, 31 March 1978)PREAMBLETHE STATES PARTIES TO THIS CONVENTION,HAVING RECOGNIZED the desirability of determining by agreement certain rules relating to the carriage of goods by sea,HAVING DECIDED to conclude a convention for this purpose and have thereto agreed as follows:PART I. GENERAL PROVISIONSArticle 1. DefinitionsIn this Convention:1. "Carrier" means any person by whom or in whose name a contract of carriage of goods by sea has been concluded with a shipper.2. "Actual carrier" means any person to whom the performance of the carriage of the goods, or of part of the carriage, has been entrusted by thecarrier, and includes any other person to whom such performance has been entrusted.3. "Shipper" means any person by whom or in whose name or on whose behalf a contract of carriage of goods by sea has been concluded with a carrier, or any person by whom or in whose name or on whose behalf the goods are actually delivered to the carrier in relation to the contract of carriage by sea.4. "Consignee" means the person entitled to take delivery of the goods.5. "Goods" includes live animals; where the goods are consolidated in a container, pallet or similar article of transport or where they are packed, goods includes such article of transport or packaging if supplied by the shipper.6. "Contract of carriage by sea" means any contract whereby the carrier undertakes against payment of freight to carry goods by sea from one port to another; however, a contract which involves carriage by sea and also carriage by some other means is deemed to be a contract of carriage by sea for the purposes of this Convention only in so far as it relates to the carriage by sea.7. "Bill of lading" means a document which evidences a contract of carriage by sea and the taking over or loading of the goods by the carrier,and by which the carrier undertakes to deliver the goods against surrender of the document. A provision in the document that the goods are to be delivered to the order of a named person, or to order, or to bearer, constitutes such an undertaking.8. "Writing" includes, inter alia, telegram and telex.Article 2. Scope of application1. The provisions of this Convention are applicable to all contracts of carriage by sea between two different States, if:(a) the port of loading as provided for in the contract of carriage by sea is located in a Contracting State, or(b) the port of discharge as provided for in the contract of carriage by sea is located in a Contracting State, or(c) one of the optional ports of discharge provided for in the contract of carriage by sea is the actual port of discharge and such port is located in a Contracting State, or(d)the bill of lading or other document evidencing the contract of carriage by sea is issued in a Contracting State, or(e)the bill of lading or other document evidencing the contract of carriage by sea provides that the provisions of this Convention or the legislation of any State giving effect to them are to govern the contract.2. The provisions of this Convention are applicable without regard to the nationality of the ship, the carrier, the actual carrier, the shipper, the consignee or any other interested person.3. The provisions of this Convention are not applicable to charter-parties. However, where a bill of lading is issued pursuant to a charter-party, the provisions of the Convention apply to such a bill of lading if it governs the relation between the carrier and the holder of the bill of lading, not being the charterer.4. If a contract provides for future carriage of goods in a series of shipments during an agreed period, the provisions of this Convention apply to each shipment. However, where a shipment is made under a charter-party, the provisions of paragraph 3 of this article apply.Article 3. Interpretation of the ConventionIn the interpretation and application of the provisions of this Convention regard shall be had to its international character and to the need to promote uniformity.PART II. LIABILITY OF THE CARRIERArticle 4. Period of responsibility1. The responsibility of the carrier for the goods under this Convention covers the period during which the carrier is in charge of the goods at the port of loading, during the carriage and at the port of discharge.2. For the purpose of paragraph 1 of this article, the carrier is deemed to be in charge of the goods(a) from the time he has taken over the goods from:(i) the shipper, or a person acting on his behalf; or(ii) an authority or other third party to whom, pursuant to law or regulations applicable at the port of loading, the goods must be handed over for shipment;(b) until the time he has delivered the goods:(i) by handing over the goods to the consignee; or(ii) in cases where the consignee does not receive the goods from the carrier, by placing them at the disposal of the consignee in accordance with the contract or with the law or with the usage of the particular trade, applicable at the port of discharge; or(iii) by handing over the goods to an authority or other third party to whom, pursuant to law or regulations applicable at the port of discharge, the goods must be handed over.3. In paragraphs 1 and 2 of this article, reference to the carrier or to the consignee means, in addition to the carrier or the consignee, the servants or agents, respectively of the carrier or the consignee.Article 5. Basis of liability1. The carrier is liable for loss resulting from loss of or damage to the goods, as well as from delay in delivery, if the occurrence which caused the loss, damage or delay took place while the goods were in his charge as defined in article 4, unless the carrier proves that he, his servants or agents took all measures that could reasonably be required to avoid the occurrence and its consequences.2. Delay in delivery occurs when the goods have not been delivered at the port of discharge provided for in the contract of carriage by sea within the time expressly agreed upon or, in the absence of such agreement, within the time which it would be reasonable to require of a diligent carrier, having regard to the circumstances of the case.3. The person entitled to make a claim for the loss of goods may treat the goods as lost if they have not been delivered as required by article 4 within 60 consecutive days following the expiry of the time for delivery according to paragraph 2 of this article.4. (a) The carrier is liable(i) for loss of or damage to the goods or delay in delivery caused by fire, if the claimant proves that the fire arose from fault or neglect on the part of the carrier, his servants or agents;(ii) for such loss, damage or delay in delivery which is proved by the claimant to have resulted from the fault or neglect of the carrier, his servants or agents in taking all measures that could reasonably be required to put out the fire and avoid or mitigate its consequences.(b) In case of fire on board the ship affecting the goods, if the claimant or the carrier so desires, a survey in accordance with shipping practices must be held into the cause and circumstances of the fire, and a copy of the surveyors report shall be made available on demand to the carrier and the claimant.5. With respect to live animals, the carrier is not liable for loss, damage or delay in delivery resulting from any special risks inherent in that kind of carriage. If the carrier proves that he has complied with any special instructions given to him by the shipper respecting the animals and that, in the circumstances of the case, the loss, damage or delay in delivery could be attributed to such risks, it is presumed that the loss, damage or delay in delivery was so caused, unless there is proof that all or a part of the loss, damage or delay in delivery resulted from fault or neglect on the part of the carrier, his servants or agents.6. The carrier is not liable, except in general average, where loss, damage or delay in delivery resulted from measures to save life or from reasonable measures to save property at sea.7. Where fault or neglect on the part of the carrier, his servants or agents combines with another cause to produce loss, damage or delay in delivery, the carrier is liable only to the extent that the loss, damage or delay in delivery is attributable to such fault or neglect, provided that the carrier proves the amount of the loss, damage or delay in delivery not attributable thereto.Article 6. Limits of liability1. (a) The liability of the carrier for loss resulting from loss of or damage to goods according to the provisions of article 5 is limited to an amount equivalent to 835 units of account per package or other shipping unit or2.5 units of account per kilogram of gross weight of the goods lost or damaged, whichever is the higher.(b)The liability of the carrier for delay in delivery according to the provisions of article 5 is limited to an amount equivalent to two and a half times the freight payable for the goods delayed, but not exceeding the total freight payable under the contract of carriage of goods by sea.(c)In no case shall the aggregate liability of the carrier, under both subparagraphs (a) and (b) of this paragraph, exceed the limitation which would be established under subparagraph (a) of this paragraph for total loss of the goods with respect to which such liability was incurred.2. For the purpose of calculating which amount is the higher in accordance with paragraph 1 (a) of this article, the following rules apply: (a)Where a container, pallet or similar article of transport is used to consolidate goods, the package or other shipping units enumerated in the bill of lading, if issued, or otherwise in any other document evidencing the contract of carriage by sea, as packed in such article of transport are deemed packages or shipping units. Except as aforesaid the goods in such article of transport are deemed one shipping unit.(b) In cases where the article of transport itself has been lost or damaged, that article of transport, if not owned or otherwise supplied by the carrier, is considered one separate shipping unit.3. Unit of account means the unit of account mentioned in article 26.4. By agreement between the carrier and the shipper, limits of liability exceeding those provided for in paragraph 1 may be fixed.Article 7. Application to non-contractual claims1. The defences and limits of liability provided for in this Convention apply in any action against the carrier in respect of loss of or damage tothe goods covered by the contract of carriage by sea, as well as of delay in delivery whether the action is founded in contract, in tort or otherwise.2. If such an action is brought against a servant or agent of the carrier, such servant or agent, if he proves that he acted within the scope of his employment, is entitled to avail himself of the defences and limits of liability which the carrier is entitled to invoke under this Convention.3. Except as provided in article 8, the aggregate of the amounts recoverable from the carrier and from any persons referred to in paragraph 2 of this article shall not exceed the limits of liability provided for in this Convention.Article 8. Loss of right to limit responsibility1. The carrier is not entitled to the benefit of the limitation of liability provided for in article 6 if it is proved that the loss, damage or delay in delivery resulted from an act or omission of the carrier done with the intent to cause such loss, damage or delay, or recklessly and with knowledge that such loss, damage or delay would probably result.2. Notwithstanding the provisions of paragraph 2 of article 7, a servant or agent of the carrier is not entitled to the benefit of the limitation of liability provided for in article 6 if it is proved that the loss, damage or delay in delivery resulted from an act or omission of such servant oragent, done with the intent to cause such loss, damage or delay, or recklessly and with knowledge that such loss, damage or delay would probably result.Article 9. Deck cargo1. The carrier is entitled to carry the goods on deck only if such carriage is in accordance with an agreement with the shipper or with the usage of the particular trade or is required by statutory rules or regulations.2. If the carrier and the shipper have agreed that the goods shall or may be carried on deck, the carrier must insert in the bill of lading or other document evidencing the contract of carriage by sea a statement to that effect. In the absence of such a statement the carrier has the burden of proving that an agreement for carriage on deck has been entered into; however, the carrier is not entitled to invoke such an agreement against a third party, including a consignee, who has acquired the bill of lading in good faith.3. Where the goods have been carried on deck contrary to the provisions of paragraph 1 of this article or where the carrier may not under paragraph 2 of this article invoke an agreement for carriage on deck, the carrier, notwithstanding the provisions of paragraph 1 of article 5, is liable for loss of or damage to the goods, as well as for delay in delivery,resulting solely from the carriage on deck, and the extent of his liability is to be determined in accordance with the provisions of article 6 or article 8 of this Convention, as the case may be.4. Carriage of goods on deck contrary to express agreement for carriage under deck is deemed to be an act or omission of the carrier within the meaning of article 8.Article 10. Liability of the carrier and actual carrier1. Where the performance of the carriage or part thereof has been entrusted to an actual carrier, whether or not in pursuance of a liberty under the contract of carriage by sea to do so, the carrier nevertheless remains responsible for the entire carriage according to the provisions of this Convention. The carrier is responsible, in relation to the carriage performed by the actual carrier, for the acts and omissions of the actual carrier and of his servants and agents acting within the scope of their employment.2. All the provisions of this Convention governing the responsibility of the carrier also apply to the responsibility of the actual carrier for the carriage performed by him. The provisions of paragraphs 2 and 3 of article 7 and of paragraph 2 of article 8 apply if an action is brought against a servant or agent of the actual carrier.3. Any special agreement under which the carrier assumes obligations not imposed by this Convention or waives rights conferred by this Convention affects the actual carrier only if agreed to by him expressly and in writing. Whether or not the actual carrier has so agreed, the carrier nevertheless remains bound by the obligations or waivers resulting from such special agreement.4. Where and to the extent that both the carrier and the actual carrier are liable, their liability is joint and several.5. The aggregate of the amounts recoverable from the carrier, the actual carrier and their servants and agents shall not exceed the limits of liability provided for in this Convention.6. Nothing in this article shall prejudice any right of recourse as between the carrier and the actual carrier.Article 11. Through carriage1. Notwithstanding the provisions of paragraph 1 of article 10, where a contract of carriage by sea provides explicitly that a specified part of the carriage covered by the said contract is to be performed by a named person other than the carrier, the contract may also provide that the carrier is not liable for loss, damage or delay in delivery caused by an occurrence which takes place while the goods are in the charge of theactual carrier during such part of the carriage. Nevertheless, any stipulation limiting or excluding such liability is without effect if no judicial proceedings can be instituted against the actual carrier in a court competent under paragraph 1 or 2 of article 21. The burden of proving that any loss, damage or delay in delivery has been caused by such an occurrence rests upon the carrier.2. The actual carrier is responsible in accordance with the provisions of paragraph 2 of article 10 for loss, damage or delay in delivery caused by an occurrence which takes place while the goods are in his charge. PART III. LIABILITY OF THE SHIPPERSArticle 12. General ruleThe shipper is not liable for loss sustained by the carrier or the actual carrier, or for damage sustained by the ship, unless such loss or damage was caused by the fault or neglect of the shipper, his servants or agents. Nor is any servant or agent of the shipper liable for such loss or damage unless the loss or damage was caused by fault or neglect on his part. Article 13. Special rules on dangerous goods1. The shipper must mark or label in a suitable manner dangerous goods as dangerous.2. Where the shipper hands over dangerous goods to the carrier or an actual carrier, as the case may be, the shipper must inform him of the dangerous character of the goods and, if necessary, of the precautions to be taken. If the shipper fails to do so and such carrier or actual carrier does not otherwise have knowledge of their dangerous character:(a) the shipper is liable to the carrier and any actual carrier for the loss resulting from the shipment of such goods, and(b)the goods may at any time be unloaded, destroyed or rendered innocuous, as the circumstances may require, without payment of compensation.3. The provisions of paragraph 2 of this article may not be invoked by any person if during the carriage he has taken the goods in his charge with knowledge of their dangerous character.4. If, in cases where the provisions of paragraph 2, subparagraph (b), of this article do not apply or may not be invoked, dangerous goods become an actual danger to life or property, they may be unloaded, destroyed or rendered innocuous, as the circumstances may require, without payment of compensation except where there is an obligation to contribute in general average or where the carrier is liable in accordance with the provisions of article5.PART IV. TRANSPORT DOCUMENTSArticle 14. Issue of bill of lading1. When the carrier or the actual carrier takes the goods in his charge, the carrier must, on demand of the shipper, issue to the shipper a bill of lading.2. The bill of lading may be signed by a person having authority from the carrier. A bill of lading signed by the master of the ship carrying the goods is deemed to have been signed on behalf of the carrier.3. The signature on the bill of lading may be in handwriting, printed in facsimile, perforated, stamped, in symbols, or made by any other mechanical or electronic means, if not inconsistent with the law of the country where the bill of lading is issued.Article 15. Contents of bill of lading1. The bill of lading must include, inter alia, the following particulars:(a)the general nature of the goods, the leading marks necessary for identification of the goods, an express statement, if applicable, as to the dangerous character of the goods, the number of packages or pieces, and the weight of the goods or their quantity otherwise expressed, all such particulars as furnished by the shipper;(b) the apparent condition of the goods;(c) the name and principal place of business of the carrier;(d) the name of the shipper;(e) the consignee if named by the shipper;(f) the port of loading under the contract of carriage by sea and the date on which the goods were taken over by the carrier at the port of loading;(g) the port of discharge under the contract of carriage by sea;(h) the number of originals of the bill of lading, if more than one;(i) the place of issuance of the bill of lading;(j) the signature of the carrier or a person acting on his behalf;(k) the freight to the extent payable by the consignee or other indication that freight is payable by him;(l) the statement referred to in paragraph 3 of article 23;(m) the statement, if applicable, that the goods shall or may be carried on deck;(n) the date or the period of delivery of the goods at the port of discharge if expressly agreed upon between the parties; and(o) any increased limit or limits of liability where agreed in accordance with paragraph 4 of article 6.2. After the goods have been loaded on board, if the shipper so demands, the carrier must issue to the shipper a "shipped" bill of lading which, in addition to the particulars required under paragraph 1 of this article, must state that the goods are on board a named ship or ships, and the date ordates of loading. If the carrier has previously issued to the shipper a bill of lading or other document of title with respect to any of such goods, on request of the carrier the shipper must surrender such document in exchange for a "shipped" bill of lading. The carrier may amend any previously issued document in order to meet the shippers demand for a "shipped" bill of lading if, as amended, such document includes all the information required to be contained in a "shipped" bill of lading.3. The absence in the bill of lading of one or more particulars referred to in this article does not affect the legal character of the document as a bill of lading provided that it nevertheless meets the requirements set out in paragraph 7 of article 1.Article 16. Bills of lading: reservations and evidentiary effect 1. If the bill of lading contains particulars concerning the general nature, leading marks, number of packages of pieces, weight or quantity of the goods which the carrier or other person issuing the bill of lading on his behalf knows or has reasonable grounds to suspect do not accurately represent the goods actually taken over or, where a "shipped" bill of lading is issued, loaded, or if he had no reasonable means of checking such particulars, the carrier or such other person must insert in the bill of lading a reservation specifying these inaccuracies, grounds of suspicion or the absence of reasonable means of checking.2. If the carrier or other person issuing the bill of lading on his behalf fails to note on the bill of lading the apparent condition of the goods, he is deemed to have noted on the bill of lading that the goods were in apparent good condition.3. Except for particulars in respect of which and to the extent to which a reservation permitted under paragraph 1 of this article has been entered: (a) the bill of lading is prima facie evidence of the taking over or, where a "shipped" bill of lading is issued, loading, by the carrier of the goods as described in the bill of lading; and(b) proof to the contrary by the carrier is not admissible if the bill of lading has been transferred to a third party, including a consignee, who in good faith has acted in reliance on the description of the goods therein. 4. A bill of lading which does not, as provided in paragraph 1, subparagraph (k), of article 15, set forth the freight or otherwise indicate that freight is payable by the consignee or does not set forth demurrage incurred at the port of loading payable by the consignee, is prima facie evidence that no freight or such demurrage is payable by him. However, proof to the contrary by the carrier is not admissible when the bill of lading has been transferred to a third party, including a consignee, who in good faith has acted in reliance on the absence in the bill of lading of any such indication.Article 17. Guarantees by the shipper1. The shipper is deemed to have guaranteed to the carrier the accuracy of particulars relating to the general nature of the goods, their marks, number, weight and quantity as furnished by him for insertion in the bill of lading. The shipper must indemnify the carrier against the loss resulting from inaccuracies in such particulars. The shipper remains liable even if the bill of lading has been transferred by him. The right of the carrier to such indemnity in no way limits his liability under the contract of carriage by sea to any person other than the shipper.2. Any letter of guarantee or agreement by which the shipper undertakes to indemnify the carrier against loss resulting from the issuance of the bill of lading by the carrier, or by a person acting on his behalf, without entering a reservation relating to particulars furnished by the shipper for insertion in the bill of lading, or to the apparent condition of the goods, is void and of no effect as against any third party, including a consignee, to whom the bill of lading has been transferred.3. Such a letter of guarantee or agreement is valid as against the shipper unless the carrier or the person acting on his behalf, by omitting the reservation referred to in paragraph 2 of this article, intends to defraud athird party, including a consignee, who acts in reliance on the description of the goods in the bill of lading. In the latter case, if the reservation omitted relates to particulars furnished by the shipper for insertion in the bill of lading, the carrier has no right of indemnity from the shipper pursuant to paragraph 1 of this article.4. In the case of intended fraud referred to in paragraph 3 of this article, the carrier is liable, without the benefit of the limitation of liability provided for in this Convention, for the loss incurred by a third party, including a consignee, because he has acted in reliance on the description of the goods in the bill of lading.Article 18. Documents other than bills of ladingWhere a carrier issues a document other than a bill of lading to evidence the receipt of the goods to be carried, such a document is prima facie evidence of the conclusion of the contract of carriage by sea and the taking over by the carrier of the goods as therein described.PART V. CLAIMS AND ACTIONSArticle 19. Notice of loss, damage or delay1. Unless notice of loss or damage, specifying the general nature of such loss or damage, is given in writing by the consignee to the carrier notlater than the working day after the day when the goods were handed over to the consignee, such handing over is prima facie evidence of the delivery by the carrier of the goods as described in the document of transport or, if no such document has been issued, in good condition.2. Where the loss or damage is not apparent, the provisions of paragraph 1 of this article apply correspondingly if notice in writing is not given within 15 consecutive days after the day when the goods were handed over to the consignee.3. If the state of the goods at the time they were handed over to the consignee has been the subject of a joint survey or inspection by the parties, notice in writing need not be given of loss or damage ascertained during such survey or inspection.4. In the case of any actual or apprehended loss or damage, the carrier and the consignee must give all reasonable facilities to each other for inspecting and tallying the goods.5. No compensation shall be payable for loss resulting from delay in delivery unless a notice has been given in writing to the carrier within 60 consecutive days after the day when the goods were handed over to the consignee.6. If the goods have been delivered by an actual carrier, any notice given under this article to him shall have the same effect as if it had been given to the carrier; and any notice given to the carrier shall have effect as if given to such actual carrier.7. Unless notice of loss or damage, specifying the general nature of the loss or damage, is given in writing by the carrier or actual carrier to the shipper not later than 90 consecutive days after the occurrence of such loss or damage or after the delivery of the goods in accordance with paragraph 2 of article 4, whichever is later, the failure to give such notice is prima facie evidence that the carrier or the actual carrier has sustained no loss or damage due to the fault or neglect of the shipper, his servants or agents.8. For the purpose of this article, notice given to a person acting on the carriers or the actual carriers behalf, including the master or the officer in charge of the ship, or to a person acting on the shippers behalf is deemed to have been given to the carrier, to the actual carrier or to the shipper, respectively.Article 20. Limitation of actions。
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汉堡规则
汉堡规则是联合国海上货物运输公约（United Nations Conventiononthe Carriage of GoodsbySea，1978）的简称。
于1978年3月6日至31日在德国汉堡举行由联合国主持的由78国代表参加的海上货物运输大会讨论通过，于1992年11月1日生效。
截至1996年10月，共有成员国25个，其中绝大数为发展中国家，占全球外贸船舶吨位数90％的国家都未承认该规则。
汉堡规则全文共分七章三十四条条文，在汉堡规则的制定中，除保留了海牙――维斯比规则对海牙规则修改的内容外，对海牙规则进行了根本性的修改，是一个较为完备的国际海上货物运输公约，明显地扩大了承运人的责任。
其主要内容包括：
承运人的责任原则
海牙规则规定承运人的责任基础是不完全过失责任制，它一方面规定承运人必须对自己的过失负责，另一方面又规定了承运人对航行过失及管船过失的免责条款。
而汉堡规则确定了推定过失与举证责任相结合的完全过失责任制。
规定凡是在承运人掌管货物期间发生货损，除非承运人能证明承运人已为避免事故的发生及其后果采取了一切可能的措施，否则便椎定：损失系由承运人的过失所造成，承运人应承担赔偿责任，很明显，汉堡规则较海牙规则扩大了承运人的责任。
承运人的责任期间
汉堡规则第四条第一款规定：“承运人对货物的责任期间包括在装货港、在运输途中以及在卸货港，货物在承运人掌管的全部期间。
”即承运人的责任期间从承运人接管货物时起到交付货物时止。
与海牙规则的“钩至钩”或“舷至舷”相比，其责任期间扩展到“港到港”。
解决了货物从交货到装船和从卸船到收货人提货这两段没有人负责的空间，明显地延长了承运人的责任期间。
承运人赔偿责任限额
汉堡规则第六条第一款规定：“承运人对货物灭失或损坏的赔偿，以每件或其他装运单位的灭失或损坏相当于835特别提款权或毛重每公斤2.5特别提款权的金额为限，两者之中以其较高者为准。
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对迟延交付货物的责任
迟延交付货物的责任在海牙规则和维斯比规则中都没有规定，汉堡规则第五条第二款则规定：“如果货物未能在明确议定的时间内，或虽无此项议定，但未能在考虑到实际情况对一个勤勉的承运人所能合理要求时间内，在海上运输合同所规定的卸货港交货，即为迟延交付。
”对此，承运人应对因迟延交付货物所造成的损失承担赔偿责任。
而且在第三款还进一步规定，如果货物在第二款规定的交货时间满后连续六十天内仍未能交付，有权对货物灭失提出索赔的人可以认为货物已经灭失。
汉堡规则第六条第一款还规定：“承运人对迟延交付的赔偿责任，以相当于迟延交付货物应支付运费的2.5倍的数额为限，但不得超过海上货物运输合同规定的应付运费总额。
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承运人和实际承运人的赔偿责任
汉堡规则中增加了实际承运人的概念。
当承运人将全部或部分货物委托给实际承运人办理时，承运人仍需按公约规定对全部运输负责。
如果实际承运人及其雇用人或代理人的疏忽
或过失造成的货物损害，承运人和实际承运人均需负责的话，则在其应负责的范围内，承担连带责任。
这种连带责任托运人既可向实际承运人索赔，也可向承运人索赔，并且不因此妨碍承运人和实际承运人之间的追偿权利。
托运人的责任
汉堡规则第十二条规定：“托运人对于承运人或实际承运人所遭受的损失或船舶遭受的损坏不负赔偿责任。
除非这种损失或损坏是由于托运人、托运人的雇用人或代理人的过失或疏忽所造成的。
”这意味着托运人的责任也是过失责任。
但需指出的是托运人的责任与承运人的责任不同之处在于承运人的责任中举证由承运人负责，而托运人的责任中，托运人不负举证责任，这是因为货物在承运人掌管之下，所以也同样需要承运人负举证责任。
汉堡规则这一规定，被我国海商法所接受。
保函的法律地位
海牙规则和维斯比规则没有关于保函的规定，而汉堡规则第十七条对保函的法律效力作出了明确的规定，托运人为了换取清洁提单，可以向承运人出具承担赔偿责任的保函，该保函在承、托人之间有效，对包括受让人、收货人在内的第三方一概无效。
但是，如果承运人有意欺诈，对托运人也属无效，而且承运人也不再享受责任限制的权利。
索赔通知及诉讼时效
海牙规则要求索赔通知必须由收货人在收到货物之前或收到货物当时提交。
如果货物损失不明显，则这种通知限于收货后三日内提交。
汉堡规则延长了上述通知时间，规定收货人可在收到货物后的第一个工作日将货物索赔通知送交承运人或其代理人，当货物灭失或损害不明显时，收货人可在收到货物后的十五天内送交通知。
同时还规定，对货物迟延交付造成损失，收货人应在收货后的六十天内提交书面通知。
管辖权和仲裁的规定
海牙规则、维斯比规则均无管辖权的规定，只是在提单背面条款上订有由船公司所在地法院管辖的规定，这一规定显然对托运人、收货人极为不利。
汉堡规则第二十一条规定，原告可在下列法院选择其一提起诉讼：①被告的主要营业所所在地，无主要营业所时，则为其通常住所所在地；②合同订立地，而合同是通过被告在该地的营业所、分支或代理机构订立；
③装货港或卸货港；④海上运输合同规定的其他地点。
除此之外，海上货物运输合同当事人一方向另一方提出索赔之后，双方就诉讼地点达成的协议仍有效，协议中规定的法院对争议具有管辖权。
汉堡规则第二十二条规定，争议双方可达成书面仲裁协议，由索赔人决定在下列地点之一提起：①被告的主要营业所所在地，如无主要营业所，则为通常住所所在地；②合同订立地，而合同是通过被告在该地的营业所、分支或代理机构订立；③装货港或卸货港。
此外，双方也可在仲裁协议中规定仲裁地点。
仲裁员或仲裁庭应按该规则的规定来处理争议。
规则的适用范围
该规则适用于两个不同国家之间的所有海上货物运输合同，并且海上货物运输合同中规定的装货港或卸货港位于其一缔约国之内，或备选的卸货港之一为实际卸港并位于某一缔约国内；或者，提单或作为海上货物运输合同证明的其他单证在某缔约国签发；或者提单或作为海上货物运输合同证明的其他单证规定，合同受该规则各项规定或者使其生效的任何国家立法的管辖。
同海牙规则一样，汉堡规则不适用于租船合同，但如提单根据租船合同
签发，并调整出租人与承租人以外的提单持有人之间的关系，则适用该规则的规定。
其他
汉堡规则对海牙规则做了根本性的修改，扩大了承运人责任，具体规定如下：
进一步提高赔偿责任限额
《汉堡规则》第６条规定了承运人的赔偿责任限额，对于货物灭失损坏的限额为每件或每单位８３５特别提款权（ＳＤＲ）、或者以毛重每公斤２．５特别提款权，两者中以高者为准。
对于延迟交货的赔偿责任，为该延迟交付货物应付运费的２．５倍，但不得超过合同规定应付运费的总额。
对于货物灭失、损坏及延迟交付均有的情形，以每件或每单位８３５特别提款权或毛重每公斤２．５特别提款权为准。
对于集装箱货物，赔偿原则等同于维斯比规则只是数额采用了汉堡规则的上述数额，对于承运人及其受雇人或代理人丧失赔偿责任限制的，同维斯比规则。
汉堡规则大幅提高了承运人的责任限额，是与国际政治经济形势的发展变化相适应的。
提高责任限额，是对海牙维斯比规则过分维护承运人利益的一种纠正，是为了合理分担风险的需要从长远看，也是促进航运发展，建立国际经济新秩序的需要，是有其公正合理之处的。
管辖权和仲裁规定
汉堡规则规定了海牙规则以及海牙—维斯比规则所没有规定的管辖权和仲裁条款。
对于管辖权，原告可以选择下列法院起诉：被告主营业所，无主营业所时，为通常住所；合同订立地，而合同是通过被告在该地的营业所、分支或代理机构订立；装货港或卸货港；或海上运输合同为此目的而指定的任何地点。
如果船铂在缔约国港口被扣，原告亦可向该港口所在地法院起诉。
但此种情形下，原告需将诉讼转移到前述有管辖权的法院之一进行，转移前，被告必须提供足够的担保。
对于仲裁，索赔方可选择下列地点仲裁：被诉人有营业所或通常住所的一国某一地点；装货港、卸货港；合同订立地，且合同是通过被诉人在该地的营业所、分支、代理机构订立的；或仲裁条款协议中为此目的而指定的地点。
货损索赔书面通知和诉讼时效
汉堡规则相对于海牙规则，延长了上述时间限制。
对于提高书面货损索赔通知，ｃ海牙规则确定了收货前或当时，汉堡规则为收货后的次日；货损不明显，海牙规则为收货后３日内，汉堡规则则为货物交付后连续１５日；对于延迟交付，海牙规则未规定，汉堡规则规定为货物交付之日后连续６０日，否则，承运人不负赔偿责任。
对于诉讼时效，海牙规则规定了货物交付或应交付之日起１年的时间，而汉堡规则规定了２年的诉讼时效。
并规定负有赔偿责任的人向他人提起追偿之诉的时间为９０日，自提起诉讼一方已处理其索赔案件或己接到向其本人送交的起诉传票之日起算。
汉堡规则作为平衡船货双方利益的一项国际公约，应当说其制定是相对完备的，也是体现了公正合理的主旨。
但作为即得利益者的海运大国却不愿采纳此公约，而是继续采用海牙—维斯比规则，以维护其已得利益，因而，海运大国加入此公约的几乎还没有。
因此，汉堡规则的普及化还有很长的路要走，建立公正合理的航运新秩序新规则也有很长的路要走，甚至要采用迂回或过渡性做法，这也是可能的，但这也只是个时间问题。