924年统一提单若干法律规定的国际公约(海牙规则)(附英文)-中国仲裁律师网

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924年统一提单若干法律规定的国际公约(海牙规则)(附英文)
来源:中国仲裁律师网      

(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)
 
第一条
 
在本公约中,下列用语的含义如下:
 
(1)“承运人”包括与托运人签订运输合同的船舶所有人或承租人。
 
(2)“运输合同”仅适用于由提单或者只要是与海上货物运输有关的任何类似的物权凭证所包含的运输合同,而对在租船合同下或依据租船合同所签发的上述任何提单或任何类似的物权凭证,则自此种提单或类似的凭证从调整承运人与凭证持有人之间的关系之时起,亦包括在内。
 
(3)“货物”包括各种货物、制品、商品和各类任何物件,但活动物和在运输合同中载明装于甲板上且已照装的货物除外。
 
(4)“船舶”是指用于海上运输的任何船舶。
 
(5)“货物运输”包括货物自装上船舶之时起至货物卸离船舶之时为止的一段时间。
 
第二条
 
      除第六条另有规定外,每一个海上货物运输合同中的承运人,对该货物的装载、搬运、积载、运送、保管、照料以及卸载,应当按照下列规定承担义务与责任,并享受权利与豁免。
    
第三条
 
1.承运人应当在开航之前和开航当时,谨慎处理:
 
(1)使船舶适航;
 
(2)妥善地配备船员、装备船舶和配备供应物品;
 
(3)使货舱、冷藏舱、冷汽舱和该船其他载货处所适合于并能安全地收受、运送和保管货物。
 
2.除第四条另有规定外,承运人应当妥善而谨慎地装载、搬运、积载、运送、保管、照料和卸下所运货物。
 
3.承运人、船长或承运人的代理人在收到货物由其掌管之后,应按托运人的要求,向托运人签发提单,其上载明:
 
(1)与装货开始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;如果此项标志是以印戳或其他方式清楚地标志在不带包装的货物上,或在装有该货物的箱子或包装上,此项标志通常应保持清晰易辨,直至航次终了;
 
(2)由托运人书面提供的件数或包数,或者数量,或者重量;
 
(3)货物的表面状况。
 
但是,如果承运人、船长或承运人的代理人有合理依据怀疑任何标志、包件数、数量或重量不能确切代表其实际收到的货物,或无合理方法进行核对,便不必将其在提单上加以记载或注明。
 
4.此种提单应当作为承运人按照第3款(1)、(2)和(3)项所述收到该提单中所载货物的初步证据。
 
5.托运人应被视为已在货物装船时就他所提供的标志、包件数、数量和重量的正确性,向承运人作出保证,而且托运人应对由于其提供的此种情况的不正确所引起或造成的一切灭失、损害或费用,向承运人进行赔偿。承运人享有上述受偿的权利,并不影响其根据运输合同对托运人以外的任何人所应承担的义务与责任。
 
6.除非根据运输合同有权提取货物的人,在卸货港将货物的灭失或损害以及灭失或损害的一般性质,在货物移交他掌管之前或者当时(如果灭失或损害不明显,则在三天之内),书面通知承运人或其代理人,否则这种移交应依为承运人按照提单规定交付货物的初步依据。
 
如果灭失或损害不明显,此种通知应在货物交付后三天之内递交。
 
如在收货时已对货物的状况进行联合检验或检查,便无需书面通知。
 
除自货物交付之日或本应交付之日起一年以内已经提起诉讼外,在任何情况下,承运人和船舶将被免除其对灭失或损害的一切责任。
 
如果发生任何实际的或担心的灭失或损害,承运人与受货人应当互相提供检查和清点货物的一切合理便利。
 
7.货物装船以后,如经托运人要求,承运人、船长或承运人的代理人签发给托运人的提单应为“已装船”提单。如果托运人事先已取得这种货物的任何物权凭证,便应交还此种凭证,以换取“已装船”提单。但经承运人选择,承运人、船长和承运人的代理人可在装货港将装载货物的船名和装货日期,在上述凭证上注明。经过此种注明后的上述凭证,如载明第三条第3款所述的情况应被视为构成本条意义上的“已装船”提单。
 
8.运输合同中的任何条款、约定或协议,凡是解除承运人或船舶对由于疏忽、过失或未履行本条规定的责任与义务而引起货物的或与货物有关的灭失或损害的责任,或以本公约规定以外的方式减轻这种责任的,都应作废并无效。有利于承运人保险利益的条款或类似条款,应视为免除承运人责任的条款。
 
第四条
 
1.不论是承运人或船舶,对因船舶不适航所引起或造成的灭失或损害,都不负责,除非系承运人未按第三条第1款规定,谨慎处理使船舶适航;保证妥善地配备船员;装备船舶和配备供应物品;以及使货舱、冷藏舱、冷汽舱和该船其他载货的地方适合于,并能安全地收受、运送和保管货物所引起或造成。一旦由于船舶不适航引起灭失或损害,谨慎处理的举证责任应由承运人或请求本条免责的其他人承担。
 
2.不论是承运人或是船舶,对由于下列原因引起或造成的灭失或损害,都不负责:
 
(1)船长、船员、引航员或承运人的受雇人员在驾驶船舶或管理船舶中的行为、疏忽或不履行职责;
 
(2)火灾,但由于承运人的实际过失或私谋所造成者除外;
 
(3)海上或其他可航水域的风险、危险或意外事故;
 
(4)天灾;
 
(5)战争行为;
 
(6)公敌行为;
 
(7)君主、当权者或人民的扣留或拘禁,或依法扣押;
 
(8)检疫限制;
 
(9)托运人或货主、其代理人或代表的行为或不行为;
 
(10)不论由于任何原因所引起的局部或全面罢工、关闭、停工或劳动力受到限制;
 
(11)暴动或骚乱;
 
(12)在海上救助或企图救助人命或财产;
 
(13)由于货物的固有缺陷、质量或瑕疵所造成的体积或重量的损失,或任何其他灭失或损害;
 
(14)包装不充分;
 
(15)标志不充分或不当;
 
(16)经谨慎处理仍不能发现的潜在缺陷;
 
(17)非由于承运人的实际过失或私谋,或承运人的代理人或受雇人员的过失或疏忽所引起的其他任何原因,但请求此项免责利益的人应当负举证责任,表明灭失或损害既非由于承运人的实际过失或私谋,又非由于承运人的代理人或雇佣人员的过失或疏忽所造成。
 
3.对非由于托运人、其代理人或受雇人员的行为、过失或疏忽所引起或造成的承运人或船舶的灭失或损害,托运人概不负责。
 
4.为救助或企图救助海上人命或财产而发生的绕航,或者任何合理绕航,都不应被视为对本公约或运输合同的破坏或违反。承运人对由此引起的任何灭失或损害,都不负责。
 
5.不论是承运人或船舶,对超过每件或每单位100英磅或与其等值的其他货币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申明,并在提单上注明。
 
此项声明如被载入提单,应成为初步证据,但不应对承运人具有约束或终结效力。
 
经承运人、船长或承运人的代理人与托运人协议,可在本款所述金额之外另行确定一个最高金额,但此最高金额不得低于上述金额。
 
如果托运人在提单中故意谎报货物的性质或价值,则无论承运人或船舶,在任何情况下,对货物或与货物有关的灭失或损害,概不负责。
 
6.承运人、船长或承运人的代理人对因知其性质及特征而未同意装运的属于易燃、易爆或危险性质的货物,可在卸货前将其卸于任何地点,或将其毁坏,或消除其危险性,而不予赔偿,此种货物的托运人应对由于装运此种货物而直接或间接引起或造成的一切损害和费用负责。已知其性质并已同意装运的任何上述货物将对船舶或货物构成危险时,可以同样地由承运人将其卸于任何地点,或将其毁坏,或消除其危险性,而不负赔偿责任,但发生共同海损时除外。
 
第五条
 
承运人可以自由地全部或部分放弃本公约规定的全部权利与豁免,或其中任何部分,或增加其所应承担的任何责任与义务。但是,这种放弃或增加,需在签发给托运人的提单上注明。本公约中的规定不适用于租船合同,但如提单是在船舶处于租船合同的情况下签发,应符合本公约的规定。本规则中的任何规定,都不得被视为禁止在提单中加入有关共同海损的任何合法的规定。
 
第六条
 
虽有前述各条的规定,承运人、船长或承运人的代理人与托运人,仍可就承运人对任何特殊货物的义务与责任,以及权利与豁免,或其对船舶适航的义务(在该条款不违反公共秩序的前提下),或者,就承运人的雇佣人员或代理人在海运货物的装载、搬运、积载、运送、保管、照料和卸载的谨慎,自由地以任何条款达成任何协议,但以尚未签发或不拟签发提单为前提,而且协议的条款应载入不得流通和已注有此种字样的单证中。
 
这样达成的任何协议,具有完全的法律效力。
 
但是,本条规定不适用于在普通贸易过程中一般商业性货物运输,而仅在所拟装运的货物性质和状况,或所拟进行的运输所处的环境所订的条款和条件能合理地证明特别协议为正当时,才能使用。
 
第七条
 
本公约中的任何规定,都不禁止承运人或托运人就承运人或船舶对海运货物在装船前或卸船后的保管、照料和搬运或与之有关的义务,以及货物的灭失或损害的责任,订立任何协议、规定、条件、保留或免责条款。
 
第八条
 
本公约中的规定不影响有关海船所有人责任限制的任何现行法令所规定的承运人的权利与义务。
 
第九条
 
本公约中所述的货币单位应为金价。
 
凡是不以英镑作为货币单位的缔约国,可保留其将本公约中所指的英镑金额以整数折合为本国货币的权利。
 
各国法律可以为其债务人保留按船舶抵达有关货物卸货港之日通行的兑换率,以本国货币清偿其债务的权利。
 
第十条
 
本公约的规定适用于在任何缔约国所签发的一切提单。
 
第十一条
 
在自本公约签字之日起不超过两年的期间后,比利时政府应与已经声明批准本公约的缔约国保持联系,以决定是否使本公约生效。批准文件应于各缔约国政府之间协议确定的日期交存于布鲁塞尔。第一批交存的批准书,应载入有参加国代表及比利时外交部长签署的官方记录。
 
此后交存的批准书,应以书面通知递交比利时政府,并随附批准书。
 
比利时政府应立即将有关记载第一批交存批准书的官方记录和前款所述通知,以及随附批准文件的核证无误的副本,通过外交途径送交已签署本公约或已加入本公约的国家。在前款所述情况下,比利时政府应在收到通知的同时通知各国。
 
第十二条
 
未签署本公约的国家,不论其是否已出席在布鲁塞尔召开的国际会议,均可加入本公约。
 
拟加入本公约的国家,应将其意图以书面通知比利时政府,并递交其加入书。批准书应存于比利时政府档案库。
 
比利时政府应立即将加入本公约的通知书的核证无误的副本,分送已签署或已加入本公约的国家,并注明其收到上述通知的日期。
 
第十三条
 
缔约国在签署、批准或加入本公约时,可以声明其接受本公约并不包括其任何或全部自治领地、殖民地、海外属地、保护领地、此后可以分别代表其任何自治领地、殖民地、海外属地、保护领地或声明中除外的领土加入本公约。各缔约国还可以依据本公约的规定,分别代表其任何自治领地或殖民地、海外属地、保护领地或处于其主权或权力之下的领土,声明退出本公约。
 
第十四条
 
本公约在第一批交存批准书的各国内,于记载这一交存事项的议定书签订一年之后开始生效。此后批准或加入本公约的国家,或在根据第十三条规定使公约生效的情况下,在比利时政府收到第十一条第2款及第十二条第2款所述通知满六个月后生效。
 
第十五条
缔约国欲退出本公约,应书面通知比利时政府。比利时政府应立即将核证无误的通知副本分送其他国家,并注明其收到上述通知的日期。
此种退出仅对递交通知的国家生效,自上述通知送达比利时政府之日起一年以后生效。
 
第十六条
 
任何缔约国都有权要求召开新的会议,以考虑对本公约可能的修正。
 
欲行使此项权利的国家,应通过比利时政府将其意图通知其他国家。比利时政府应就召开会议做出安排。
 
1924年8月25日订于布鲁塞尔,计一份。
 
签字议定书
 
在签订《统一提单的若干法律规则的国际公约》时,下列签字的全权代表都已采用本议定书;本议定书犹如已将其条款列入它所依附的公约那样,具有同样的效力。
 
各缔约国得以给予本公约以法律效力,或将本公约所采用的规则以适于其本国立法的形式纳入该国的法律,使之生效。
 
各缔约国得保留以下权力:
 
1.规定如发生第四条第2款(3)至(16)项所述情况,提单持有人应有权就未在第(1)项提及的由于承运人本人或其雇佣人员的过失所引起的灭失或损坏,制定责任制度。
 
2.在本国沿海贸易中,将第六条规定各点用于各种货物上,而不考虑该条最末一段所规定的限制。
 
本议定书于1924年8月25日订于布鲁塞尔,计一份。
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
INTERNATIONAL CONVENTION
FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING1924
 
(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:
 
Article 1
 
In this Convention the following words are employed with the meanings set out below:
 
(a)"Carrier" includes the owner or the charterer who enters into a contract of carriage with a shipper.
 
(b)"Contract of carriage" applies only to contracts of carriage covered by a bill of lading or any similar document of title, in so far as such document relates to the carriage of goods by 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)"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)"Ship" means any vessel used for the carriage of goods by sea.
 
(e)"Carriage of goods" covers the period from the time when the goods are loaded on to the time they are discharged from the ship.
 
Article 2
 
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.
 
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.
 
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.After receiving the goods into his charge the carrier or the master or agent of the carrier shall, on demand of the shipper, issue to the shipper a bill of lading showing among other things:
 
(a)The leading marks necessary for identification of the goods as the same are furnished in writing by the shipper before the loading of such goods starts, provided such marks are stamped or 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)Either the number of packages or pieces, or the quantity, or weight, as the case may be, as furnished in writing by the shipper.
 
(c)The apparent order and condition of the goods.
 
Provided that no carrier, master or agent of the carrier shall be bound to state or show in the bill of lading any marks, number, quantity, or weight which he has reasonable ground for suspecting not accurately to represent the goods actually received, or which he has had no reasonable means of checking.
 
4.Such a bill of lading shall be prima facie evidence of the receipt by the carrier of the goods as therein described in accordance with paragraph 3(a), (b) and (c).
 
5.The shipper shall be deemed to have guaranteed to the carrier the accuracy at the time of shipment of the marks, number, quantity and weight, as furnished by him, and the shipper shall indemnity 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.
 
6.Unless notice of loss or damage and the general nature of such loss or damage be given in writing to the carrier or his agent at the port of discharge before or at the time of the removal of the goods into the custody of the person entitled to delivery thereof under the contract of carriage, or, if the loss or damage be not apparent, within three days, such removal shall be prima facie evidence of the delivery by the carrier of the goods as described in the bill of lading.
 
If the loss or damage is not apparent, the notice must be given within three days of the delivery of the goods.
 
The notice in writing need not be given if the state of the goods has, at the time of their receipt, been the subject of joint survey or inspection.
 
In any event the carrier and the ship shall be discharged from all liability in respect of loss or damage unless suit is brought within one year after delivery of the goods or the date when the goods should have been delivered.
 
In 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.
 
7.After the goods are loaded the bill of lading to be issued by the carrier, master, or agent of the carrier, to the shipper shall, if the shipper so demands, be a "shipped" bill of lading, provided that if the shipper shall have previously taken up any document of title to such goods, he shall surrender the same as against the issue of the "shipped" bill of lading, but at the option of the carrier such document of title may be noted at the port of shipment by the carrier, master, or agent with the name or names of the ship or ships upon which the goods have been shipped and the date or dates of shipment, and when so noted, if it shows the particulars mentioned in paragraph 3 of Article 3, shall for the purpose of this Article be deemed to constitute a "shipped" bill of lading.
 
8.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 connexion with, goods arising from negligence, fault, or failure in the duties and obligations provided in this Article or lessening such liability otherwise than as provided in this Convention, 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.
 
Article 4
 
1.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 of the 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 3. Whenever loss or damage has resulted from unseaworthiness the burden of proving the exercise of due diligence shall be on the carrier or other person claiming exemption under this Article.
 
2.Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from:
 
(a)Act, neglect, or default of the master, mariner, pilot, or the servants of the carrier in the navigation or in the management of the ship.
 
(b)Fire, unless caused by the actual fault or privity of the carrier.
 
(c)Perils, dangers and accidents of the sea or other navigable waters.
 
(d)Act of God.
 
(e)Act of war.
 
(f)Act of public enemies.
 
(g)Arrest or restraint or princes, rulers or people, or seizure under legal process.
 
(h)Quarantine restrictions.
 
(i)Act or omission of the shipper or owner of the goods, his agent or representative.
 
(j)Strikes or lockouts or stoppage or restraint of labour from whatever cause, whether partial or general.
 
(k)Riots and civil commotions.
 
(l)Saving or attempting to save life or property at sea.
 
(m)Wastage in bulk or weight or any other loss or damage arising from inherent defect, quality or vice of the goods.
(n)Insufficiency of packing.
 
(o)Insufficiency or inadequacy of marks.
 
(p)Latent defects not discoverable by due diligence.
 
(q)Any other cause arising without the actual fault or privity of the carrier, or without the actual 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.
 
3.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 of the shipper, his agents or his servants.
 
4.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 this Convention or of the contract of carriage, and the carrier shall not be liable for any loss or damage resulting therefrom.
 
5.Neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connexion with goods in an amount exceeding 100 pounds sterling per package or unit, or the equivalent of that sum in other currency unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the bill of lading.
 
This declaration if embodied in the bill of lading shall be prima facie evidence, but shall not be binding or conclusive on the carrier.
 
By agreement between the carrier, master or agent of the carrier and the shipper another maximum amount than that mentioned in this paragraph may be fixed, provided that such maximum shall not be less than the figure above named.
 
Neither the carrier nor the ship shall be responsible in any event for loss or damage to, or in connexion with, goods if the nature or value thereof has been knowingly misstated by the shipper in the bill of lading.
 
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 of their nature and character, may at any time before discharge be landed at any place, or destroyed or rendered innocuous by the carrier without compensation and the shipper of such goods shall be liable for all damage and expenses directly or indirectly arising out of or resulting from such shipment. If any such goods shipped with 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.
Article 5
 
A 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 this Convention, provided such surrender or increase shall be embodied in the bill of lading issued to the shipper.
 
The provisions of this Convention shall not be applicable to charter 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 this Convention. Nothing in these rules shall be held to prevent the insertion in a bill of lading of any lawful provision regarding general average.
 
Article 6
 
Notwithstanding the provisions of the preceding Articles, a carrier, master or agent of the carrier and a shipper shall in regard to any particular goods be at liberty to enter into any agreement in any terms as to the responsibility and liability of the carrier for such goods, and as to the rights and immunities of the carrier in respect of such goods, or his obligation as to 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 be issued and that the terms agreed shall be embodied in a receipt which shall be a non-negotiable document and shall be marked as such.
 
Any agreement so entered into shall have full legal effect.
 
Provided that this Article shall not apply to ordinary commercial shipments made in the ordinary 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.
 
Article 7
 
Nothing 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 connexion 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.
 
Article 8
 
The provisions of this Convention 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.
 
Article 9
 
The monetary units mentioned in this Convention are to be taken to be gold value.
 
Those contracting States in which the pound sterling is not a monetary unit reserve to themselves the right of translating the sums indicated in this Convention in terms of pound sterling into terms of their own monetary system in round figures.
 
The national laws may reserve to the debtor the right of discharging his debt in national currency according to the rate of exchange prevailing on the day of the arrival of the ship at the port of discharge of the goods concerned.
 
Article 10
 
The provisions of this Convention shall apply to all bills of lading issued in any of the contracting States.
 
Article 11
 
After an interval of not more than two years from the day on which the Convention is signed, the Belgian Government shall place itself in communication with the Governments of the High Contracting Parties which have declared themselves prepared to ratify the Convention, with a view to deciding whether it shall be put into force. The ratifications shall be deposited at Brussels at a date to be fixed by agreement among the said Governments. The first deposit of ratifications shall be recorded in a procès-verbal signed by the representatives of the Powers which take part therein and by the Belgian Minister of Foreign Affairs.
 
The subsequent deposit of ratifications shall be made by means of a written notification, addressed to the Belgian Government and accompanied by the instrument of ratification.
 
A duly certified copy of the procès-verbal relating to the first deposit of ratifications, of the notifications referred to in the previous paragraph, and also of the instruments of ratification accompanying them, shall be immediately sent by the Belgian Government through the diplomatic channel to the Powers who have signed this Convention or who have acceded to it. In the cases contemplated in the preceding paragraph, the said Government shall inform them at the same time of the date on which it received the notification.
 
Article 12
 
Non-signatory States may accede to the present Convention whether or not they have been represented at the International Conference at Brussels.
 
A State which desires to accede shall notify its intention in writing to the Belgian Government, forwarding to it the document of accession, which shall be deposited in the archives of the said Government.
 
The Belgian Government shall immediately forward to all the States which have signed or acceded to the Convention a duly certified copy of the notification and of the act of accession, mentioning the date on which it received the notification.
 
Article 13
 
The High Contracting Parties may at the time of signature, ratification or accession declare that their acceptance of the present Convention does not include any or all of the self-governing dominions, or of the colonies, overseas possessions, protectorates or territories under their sovereignty or authority, and they may subsequently accede separately on behalf of any self-governing dominion, colony, overseas possession, protectorate or territory excluded in their declaration. They may also denounce the Convention separately in accordance with its provisions in respect of any self-governing dominion, or any colony, overseas possession, protectorate or territory under their sovereignty or authority.
 
Article 14
 
The present Convention shall take effect, in the case of the States which have taken part in the first deposit of ratifications, one year after the date of the protocol recording such deposit.
 
As respects the States which ratify subsequently or which accede, and also in cases in which the Convention is subsequently put into effect in accordance with Article 13, it shall take effect six months after the notifications specified in paragraph 2 of Article 11 and paragraph 2 of Article 12 have been received by the Belgian Government.
 
Article 15
 
In the event of one of the contracting States wishing to denounce the present Convention, the denunciation shall be notified in writing to the Belgian Government, which shall immediately communicate a duly certified copy of the notification to all the other States, informing them of the date on which it was received.
 
The denunciation shall only operate in respect of the State which made the notification, and on the expiry of one year after the notification has reached the Belgian Government.
 
Article 16
 
Any one of the contracting States shall have the right to call for a fresh conference with a view to considering possible amendments.
 
A State which would exercise this right should notify its intention to the other States through the Belgian Government, which would make arrangements for convening the Conference.
DONE at Brussels, in a single copy, August 25th, 1924.
 
PROTOCOL OF SIGNATURE
 
At the time of signing the International Convention for the Unification of Certain Rules of Law relating to Bills of Lading the Plenipotentiaries whose signatures appear below have adopted this Protocol, which will have the same force and the same value as if its provisions were inserted in the text of the Convention to which it relates.
 
The High Contracting Parties may give effect to this Convention either by giving it the force of law or by including in their national legislation in a form appropriate to that legislation the rules adopted under this Convention.
 
They may reserve the right:
 
1.To prescribe that in the cases referred to in paragraph 2(c) to (p) of Article 4 the holder of a bill of lading shall be entitled to establish responsibility for loss or damage arising from the personal fault of the carrier or the fault of his servants which are not covered by paragraph (a).
 
2.To apply Article 6 in so far as the national coasting trade is concerned to all classes of goods without taking account of the restriction set out in the last paragraph of that Article.
 
DONE at Brussels, in single copy, August 25th, 1924.
 

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