Hamburg Rules 《汉堡规则》

wingz256 · 发表于 2007-7-15 11:07:26

马上注册，结识高手，享用更多资源，轻松玩转三维网社区。

您需要登录才可以下载或查看，没有帐号？注册

x

Hamburg Rules 《汉堡规则》简介

Hamburg Rules 《汉堡规则》（Hamburg Rules）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。

　　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》。

　　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》自1978年3月31日获得通过，直至埃及递交了批准书后满足生效条件，于1992年11月1日起正式生效。

　　二、《汉堡规则》的主要内容

　　《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：

　　1、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。

　　2、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。

　　3、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。”

　　从上述规定可以看出，《汉堡规则》的赔偿不但高于《海牙规则》，也高于《海牙——维斯比规则》的规定，较之《海牙——维斯比规则》的规定提高了25％。

　　4、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。”

　　5、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。

　　6、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。

　　7、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。

　　8、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。

　　关于诉讼时效，《汉堡规则》第二十条第一款和第四款分别规定：“按照本公约有关运输货物的任何诉讼，如果在两年内没有提出司法或仲裁程序，即失去时效。”“被要求赔偿的人，可以在时效期限内任何时间，向索赔人提出书面声明，延长时效期限，还可以再一次或多次声明再度延长该期限。”可见，《汉堡规则》与《海牙规则》和《维斯比规则》的有关规定相比，索赔和诉讼时效期间既作了延长，又体现了其更为灵活的特点。

　　9、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。

　　10、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。

wingz256 · 发表于 2007-7-15 11:10:11

Hamburg Rules 《汉堡规则》英文版

１９７８年联合国海上货物运输公约－汉堡规则（Hamburg Rules）英文版

UNITED NATIONS CONVENTION ON THE CARRIAGE OF GOODS BY SEA, 1978

Preamble

THE STATES PARTIES TO THIS CONVENTION, HAVING RECOGNIZED the desirability of determining by agreement certain rules relating to the carriage of goods by sea, HAVE DECIDED to conclude a Convention for this purpose and have thereto agreed as follows:

PART I
GENERAL PROVISIONS

Article 1

Definitions

In 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 the carrier, 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 application

1. 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 Convention

In 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 CARRIER

Article 4

Period of responsibility

1. 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 liability

1. 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 surveyor''s 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.

wingz256 · 发表于 2007-7-15 11:11:03

Article 6

Limits of liability

1. (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 or 2.5 units of account per kilogramme 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 claims

1. The defences and limits of liability provided for in this Convention apply in any action against the carrier in respect of loss or damage to the 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 responsibility

1. 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 or agent, 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 cargo

1. 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 carrier

1. 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 carriage

1. 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 the actual 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 SHIPPER

Article 12

General rule

The 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.

wingz256 · 发表于 2007-7-15 11:11:45

Article 13

Special rules on dangerous goods

1. 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 article 5.

PART IV
TRANSPORT DOCUMENTS

Article 14

Issue of bill of lading

1. 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 an 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 lading

1. 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 or dates of loading. If the carrier has previously issued to the shipper a bill of lading or other document of title with resect 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 shipper''s 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 or 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 shipper

1. 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 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 a third 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.

wingz256 · 发表于 2007-7-15 11:12:28

Article 18

Documents other than bills of lading

Where 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 ACTIONS

Article 19

Notice of loss, damage or delay

1. 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 not later 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 carrier''s or the actual carrier''s behalf, including the master or the officer in charge of the ship, or to a person acting on the shipper''s behalf is deemed to have been given to the carrier, to the actual carrier or to the shipper, respectively.

Article 20

Limitation of actions

1. Any action relating to carriage of goods under this Convention is time-barred if judicial or arbitral proceedings have not been instituted within a period of two years.

2. The limitation period commences on the day on which the carrier has delivered the goods or part thereof or, in cases where no goods have been delivered, on the last day on which the goods should have been delivered.

3. The day on which the limitation period commences is not included in the period.

4. The person against whom a claim is made may at any time during the running of the limitation period extend that period by a declaration in writing to the claimant. This period may be further extended by another declaration or declarations.

5. An action for indemnity by a person held liable may be instituted even after the expiration of the limitation period provided for in the preceding paragraphs if instituted within the time allowed by the law of the State where proceedings are instituted. However, the time allowed shall not be less than 90 days commencing from the day when the person instituting such action for indemnity has settled the claim or has been served with process in the action against himself.

Article 21

Jurisdiction

1. In judicial proceedings relating to carriage of goods under this Convention the plaintiff, at his option, may institute an action in a court which, according to the law of the State where the court is situated, is competent and within the jurisdiction of which is situated one of the following places:

(a) the principal place of business or, in the absence thereof, the habitual residence of the defendant; or

(b) the place where the contract was made provided that the defendant has there a place of business, branch or agency through which the contract was made; or

(c) the port of loading or the port of discharge; or

(d) any additional place designated for that purpose in the contract of carriage by sea.

2. (a) Notwithstanding the preceding provisions of this article, an action may be instituted in the courts of any port or place in a Contracting State at which the carrying vessel or any other vessel of the same ownership may have been arrested in accordance with applicable rules of the law of that State and of international law. However, in such a case, at the petition of the defendant, the claimant must remove the action, at his choice, to one of the jurisdictions referred to in paragraph 1 of this article for the determination of the claim, but before such removal the defendant must furnish security sufficient to ensure payment of any judgement that may subsequently be awarded to the claimant in the action.

(b) All questions relating to the sufficiency or otherwise of the security shall be determined by the court of the port or place of the arrest.

3. No judicial proceedings relating to carriage of goods under this Convention may be instituted in a place not specified in paragraph 1 or 2 of this article. The provisions of this paragraph do not constitute an obstacle to the jurisdiction of the Contracting States for provisional or protective measures.

wingz256 · 发表于 2007-7-15 11:13:06

4. (a) Where an action has been instituted in a court competent under paragraph 1 or 2 of this article or where judgement has been delivered by such a court, no new action may be started between the same parties on the same grounds unless the judgement of the court before which the first action was instituted is not enforceable in the country in which the new proceedings are instituted;

(b) for the purpose of this article the institution of measures with a view to obtaining enforcement of a judgement is not to be considered as the starting of a new action;

(c) for the purpose of this article, the removal of an action to a different court within the same country, or to a court in another country, in accordance with paragraph 2(a) of this article, is not to be considered as the starting of a new action.

5. Notwithstanding the provisions of the preceding paragraphs, an agreement made by the parties, after a claim under the contract of carriage by sea has arisen, which designates the place where the claimant may institute an action, is effective.

Article 22

Arbitration

1. Subject to the provisions of this article, parties may provide by agreement evidenced in writing that any dispute that may arise relating to carriage of goods under this Convention shall be referred to arbitration.

2. Where a charter-party contains a provision that disputes arising thereunder shall be referred to arbitration and a bill of lading issued pursuant to the charter-party does not contain a special annotation providing that such provision shall be binding upon the holder of the bill of lading, the carrier may not invoke such provision as against a holder having acquired the bill of lading in good faith.

3. The arbitration proceedings shall, at the option of the claimant, be instituted at one of the following places:

(a) a place in a State within whose territory is situated:

(i) the principal place of business of the defendant or, in the absence thereof, the habitual residence of the defendant; or

(ii) the place where the contract was made, provided that the defendant has there a place of business, branch or agency through which the contract was made; or

(iii) the port of loading or the port of discharge; or

(b) any place designated for that purpose in the arbitration clause or agreement.

4. The arbitrator or arbitration tribunal shall apply the rules of this Convention.

5. The provisions of paragraphs 3 and 4 of this article are deemed to be part of every arbitration clause or agreement, and any term of such clause or agreement which is inconsistent therewith is null and void.

6. Nothing in this article affects the validity of an agreement relating to arbitration made by the parties after the claim under the contract of carriage by sea has arisen.

PART VI
SUPPLEMENTARY PROVISIONS

Article 23

Contractual stipulations

1. Any stipulation in a contract of carriage by sea, in a bill of lading, or in any other document evidencing the contract of carriage by sea is null and void to the extent that it derogates, directly or indirectly, from the provisions of this Convention. The nullity of such a stipulation does not affect the validity of the other provisions of the contract or document of which it forms a part. A clause assigning benefit of insurance of the goods in favour of the carrier, or any similar clause, is null and void.

2. Notwithstanding the provisions of paragraph 1 of this article, a carrier may increase his responsibilities and obligations under this Convention.

3. Where a bill of lading or any other document evidencing the contract of carriage by sea is issued, it must contain a statement that the carriage is subject to the provisions of this Convention which nullify any stipulation derogating therefrom to the detriment of the shipper or the consignee.

4. Where the claimant in respect of the goods has incurred loss as a result of a stipulation which is null and void by virtue of the present article, or as a result of the omission of the statement referred to in paragraph 3 of this article, the carrier must pay compensation to the extent required in order to give the claimant compensation in accordance with the provisions of this Convention for any loss of or damage to the goods as well as for delay in delivery. The carrier must, in addition, pay compensation for costs incurred by the claimant for the purpose of exercising his right, provided that costs incurred in the action where the foregoing provision is invoked are to be determined in accordance with the law of the State where proceedings are instituted.

Article 24

General average

1. Nothing in this Convention shall prevent the application of provisions in the contract of carriage by sea or national law regarding the adjustment of general average.

2. With the exception of article 20, the provisions of this Convention relating to the liability of the carrier for loss of or damage to the goods also determine whether the consignee may refuse contribution in general average and the liability of the carrier to indemnify the consignee in respect of any such contribution made or any salvage paid.

Article 25

Other conventions

1. This Convention does not modify the rights or duties of the carrier, the actual carrier and their servants and agents, provided for in international conventions or national law relating to the limitation of liability of owners of seagoing ships.

2. The provisions of articles 21 and 22 of this Convention do not prevent the application of the mandatory provisions of any other multilateral convention already in force at the date of this Convention [March 31, 1978] relating to matters dealt with in the said articles, provided that the dispute arises exclusively between parties having their principal place of business in States members of such other convention. However, this paragraph does not affect the application of paragraph 4 of article 22 of this Convention.

3. No liability shall arise under the provisions of this Convention for damage caused by a nuclear incident if the operator of a nuclear installation is liable for such damage:

(a) under either the Paris Convention of 29 July 1960 on Third Party Liability in the Field of Nuclear Energy as amended by the Additional Protocol of 28 January 1964 or the Vienna Convention of 21 May 1963 on Civil Liability for Nuclear Damage, or

(b) by virtue of national law governing the liability for such damage, provided that such law is in all respects as favourable to persons who may suffer damage as either the Paris or Vienna Conventions.

4. No liability shall arise under the provisions of this Convention for any loss of or damage to or delay in delivery of luggage for which the carrier is responsible under any international convention or national law relating to the carriage of passengers and their luggage by sea.

5. Nothing contained in this Convention prevents a Contracting State from applying any other international convention which is already in force at the date of this Convention and which applies mandatorily to contracts of carriage of goods primarily by a mode of transport other than transport by sea. This provision also applies to any subsequent revision or amendment of such international convention.

wingz256 · 发表于 2007-7-15 11:13:50

Article 26

Unit of account

1. The unit of account referred to in article 6 of this Convention is the Special Drawing Right as defined by the International Monetary Fund. The amounts mentioned in article 6 are to be converted into the national currency of a State according to the value of such currency at the date of judgement or the date agreed upon by the parties. The value of a national currency, in terms of the Special Drawing Right, of a Contracting State which is a member of the International Monetary Fund is to 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 a national currency in terms of the Special Drawing Right of a Contracting State which is not a member of the International Monetary Fund is to be calculated in a manner determined by that State.

2. Nevertheless, those States which are not members of the International Monetary Fund and whose law does not permit the application of the provisions of paragraph 1 of this article may, at the time of signature, or at the time of ratification, acceptance, approval or accession or at any time thereafter, declare that the limits of liability provided for in this Convention to be applied in their territories shall be fixed as:

12,500 monetary units per package or other shipping unit or 37.5 monetary units per kilogramme of gross weight of the goods.

3. The monetary unit referred to in paragraph 2 of this article corresponds to sixty-five and a half milligrammes of gold of millesimal fineness nine hundred. The conversion of the amounts referred to in paragraph 2 into the national currency is to be made according to the law of the State concerned.

4. The calculation mentioned in the last sentence of paragraph 1 and the conversion mentioned in paragraph 3 of this article is to be made in such a manner as to express in the national currency of the Contracting State as far as possible the same real value for the amounts in article 6 as is expressed there in units of account. Contracting States must communicate to the depositary the manner of calculation pursuant to paragraph 1 of this article, or the result of the conversion mentioned in paragraph 3 of this article, as the case may be, at the time of signature or when depositing their instruments of ratification, acceptance, approval or accession, or when availing themselves of the option provided for in paragraph 2 of this article and whenever there is a change in the manner of such calculation or in the result of such conversion.

PART VII
FINAL CLAUSES

Article 27

Depositary

The Secretary General of the United Nations is hereby designated as the depositary of this Convention.

Article 28

Signature, ratification, acceptance, approval, accession

1. This Convention is open for signature by all States until 30 April 1979 at the Headquarters of the United Nations, New York.

2. This Convention is subject to ratification, acceptance or approval by the signatory States.

3. After 30 April 1979, this Convention will be open for accession by all States which are not signatory States.

4. Instruments of ratification, acceptance, approval and accession are to be deposited with the Secretary-General of the United Nations.

Article 29

Reservations

No reservations may be made to this Convention.

Article 30

Entry into force

1. This Convention enters into force on the first day of the month following the expiration of one year from the date of deposit of the 20th instrument of ratification, acceptance, approval or accession.

2. For each State which becomes a Contracting State to this Convention after the date of deposit of the 20th instrument of ratification, acceptance approval or accession, this Convention enters into force on the first day of the month following the expiration of one year after the deposit of the appropriate instrument on behalf of that State.

3. Each Contracting State shall apply the provisions of this Convention to contracts of carriage by sea concluded on or after the date of the entry into force of this Convention in respect of that State.

Article 31

Denunciation of other conventions

1. Upon becoming a Contracting State to this Convention, any State party to the International Convention for the Unification of Certain Rules relating to Bills of Lading signed at Brussels on 25 August 1924 (1924 Convention) must notify the Government of Belgium as the depositary of the 1924 Convention of its denunciation of the said Convention with a declaration that the denunciation is to take effect as from the date when this Convention enters into force in respect of that State.

2. Upon the entry into force of this Convention under paragraph 1 of article 30, the depositary of this Convention must notify the Government of Belgium as the depositary of the 1924 Convention of the date of such entry into force, and of the names of the Contracting States in respect of which the Convention has entered into force.

3. The provisions of paragraphs 1 and 2 of this article apply correspondingly in respect of States parties to the Protocol signed on 23 February 1968 to amend the International Convention for the Unification of Certain Rules relating to Bills of Lading signed at Brussels on 25 August 1924.

4. Notwithstanding article 2 of this Convention, for the purposes of paragraph 1 of this article, a Contracting State may, if it deems it desirable, defer the denunciation of the 1924 Convention and of the 1924 Convention as modified by the 1968 Protocol for a maximum period of five years from the entry into force of this Convention. It will then notify the Government of Belgium of its intention. During this transitory period, it must apply to the Contracting States this Convention to the exclusion of any other one.

Article 32

Revision and amendment

1. At the request of not less than one-third of the Contracting States to this Convention, the depositary shall convene a conference of the Contracting States for revising or amending it.

2. Any instrument of ratification, acceptance, approval or accession deposited after the entry into force of an amendment to this Convention, is deemed to apply to the Convention as amended.

Article 33

Revision of the limitation amounts and unit of account or monetary unit

1. Notwithstanding the provisions of article 32, a conference only for the purpose of altering the amount specified in article 6 and paragraph 2 of article 26, or of substituting either or both of the units defined in paragraphs 1 and 3 of article 26 by other units is to be convened by the depositary in accordance with paragraph 2 of this article. An alteration of the amounts shall be made only because of a significant change in their real value.

2. A revision conference is to be convened by the depositary when not less than one-fourth of the Contracting States so request.

3. Any decision by the conference must be taken by a two-thirds majority of the participating States. The amendment is communicated by the depositary to all the Contracting States for acceptance and to all the States signatories of the Convention for information.

4. Any amendment adopted enters into force on the first day of the month following one year after its acceptance by two-thirds of the Contracting States. Acceptance is to be effected by the deposit of a formal instrument to that effect, with the depositary.

5. After entry into force of an amendment a Contracting State which has accepted the amendment is entitled to apply the Convention as amended in its relations with Contracting States which have not within six months after the adoption of the amendment notified the depositary that they are not bound by the amendment.

6. Any instrument of ratification, acceptance, approval or accession deposited after the entry into force of an amendment to this Convention, is deemed to apply to the Convention as amended.

Article 34

Denunciation

1. A Contracting State may denounce this Convention at any time by means of a notification in writing addressed to the depositary.

2. The denunciation takes effect on the first day of the month following the expiration of one year after the notification is received by the depositary. Where a longer period is specified in the notification, the denunciation takes effect upon the expiration of such longer period after the notification is received by the depositary.

DONE at Hamburg, this thirty-first day of March one thousand nine hundred and seventy-eight, in a single original, of which the Arabic, Chinese, English, French, Russian and Spanish texts are equally authentic.

IN WITNESS WHEREOF the undersigned plenipotentiaries, being duly authorized by their respective Governments, have signed the present Convention.

COMMON UNDERSTANDING ADOPTED BY THE UNITED NATIONS CONFERENCE ON THE CARRIAGE OF GOODS BY SEA

It is the common understanding that the liability of the carrier under this Convention is based on the principle of presumed fault or neglect. This means that, as a rule, the burden of proof rests on the carrier but, with respect to certain cases, the provisions of the Convention modify this rule.

wingz256 · 发表于 2007-7-15 11:18:34

Hamburg Rules 《汉堡规则》中文版

１９７８年联合国海上货物运输公约－汉堡规则（Hamburg Rules）
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。
　　２．本公约各项规定的适用与船舶、承运人、实际承运人、托运人、收货人或任何其他有关人的国籍无关。
　　３．本公约的各项规定不适用于租船合同。但是，如果提单是依据租船合同签发的，并绘制承运人和不是租船人的提单持有人之间的关系，则本公约的各项规定适用于该提单。
　　４．如果合同规定，货物将在一个议定的期限内分批运输，本公约的各项规定适用于每批运输。但是，如果运输是按照租船合同进行的，则适用本条第３款的规定。

　　第三条　对本公约的解释
　　在解释和应用本公约的各项规定时，应注意本公约的国际性和促进统一的需要。

　　第二部分　承运人的责任

　　第四条　责任期间
　　１．按照本公约，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。
　　２．就本条第１款而言，在下述起迄期间，承运人应视为已掌管货物：
　　（ａ）自承运人从以下各方接管货物时起：
　　（ｉ）托运人或代其行事的人；或
　　（ｉｉ）根据装货港适用的法律或规章，货物必须交其装运的当局或其他第三方；
　　（ｂ）至承运人将货物交付以下各方时止：
　　（ｉ）将货物交付收货人；或
　　（ｉｉ）遇有收货人不向承运人提货时，则依照合同或卸货港适用的法律或特定的贸易惯例，将货物置于收货人支配之下；或
　　（ｉｉｉ）根据在卸货港适用的法律或规章将货物交给必须交付的当局或其他第三方。
　　３．在本条第１和第２款内提到的承运人或收货人，除指承运人和收货人外，还分别指承运人或收货人的受雇人或代理人。

　　第五条　责任基础
　　１．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，否则承运人应对因货物灭失或损坏或延迟交货所造成的损失负赔偿责任，如果引起该项灭失、损坏或延迟交付的事故，如同第四条所述，是在承运人掌管期间发生的。
　　２．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的时间内，在海上运输合同所规定的卸货港交货，即为延迟交付。
　　３．如果货物在本条第２款规定的交货时间期满后连续六十天内未能按第四条的要求交付，有权对货物的灭失提出索赔的人可以视为货物已经灭失。
　　４．（ａ）承运人对下列各项负赔偿责任：
　　（ｉ）火灾所引起的货物的灭失、损坏或延迟交付，如果索赔人证明火灾是由承运人、其受雇人或代理人的过失或疏忽引起的；
　　（ｉｉ）经索赔人证明由于承运人、其受雇人或代理人在采取可以合理要求的扑灭火灾和避免或减轻其后果的一切措施中的过失或疏忽所造成的货物的灭失、损坏或延迟交付。
　　（ｂ）凡船上的火灾影响到货物时，如果索赔人或承运人要求，必须按照海运惯例，对火灾的起因和情况进行调查，并根据要求向承运人和索赔人提供一份调查人的报告。
　　５．关于活动物，承运人对此类运输固有的任何特殊风险所造成的灭失、损伤或延迟交付不负赔偿责任。如果承运人证明他是按照托运人给他的关于动物的任何特别指示行事的，并证明根据实际情况，灭失、损伤或延迟交付可以归之于这种风险时，则应推定灭失、损伤或延迟交付就是这样引起的，除非证明灭失、损伤或延迟交付的全部或部分是由承运人、其受雇人或代理人的过失或疏忽所造成的。
　　６．除分摊共同海损外，承运人对因在海上采取救助人命的措施或救助财产的合理措施而造成的灭失、损坏或延迟交付不负赔偿责任。
　　７．如果货物的灭失、损坏或延迟交付是由承运人、其受雇人或代理人的过失或疏忽连同其他原因所引起的，承运人仅在归于他们的过失或疏忽所引起的灭失、损坏或延迟交付的范围内负赔偿责任，但承运人须证明不属于此种过失或疏忽所造成的灭失、损坏或延迟交付的数额。

　　第六条　责任限额
　　１．（ａ）按照第五条规定，承运人对货物灭失或损坏造成的损失所负的赔偿责任，以灭失或损坏的货物每件或每其他货运单位相当于８３５记帐单位或毛重每公斤２．５记帐单位的数额为限，两者中以较高的数额为准。
　　（ｂ）按照第五条规定，承运人对延迟交付的赔偿责任，以相当于该延迟交付货物应支付运费的２．５倍的数额时为限，但不得超过海上货物运输合同规定的应付运费总额。
　　（ｃ）根据本款（ａ）和（ｂ）项，承运人的总赔偿责任，在任何情况下都不得超过根据本款（ａ）项对货物全部灭失引起的赔偿责任所规定的限额。
　　２．按照本条第一款（ａ）项规定，在计算较高数额时，应遵照下列规则：
　　（ａ）当使用集装箱、货盘或类似运输器具拼装货物时，如果签发了提单，在提单中列明的，或在证明海上运输合同的任何其他单证中列明的，装在这种运输器具内的件数或其他货运单位数，即视为件数或货运单位数。除上述情况外，这种运输器具内的货物视为一个货运单位。
　　（ｂ）当运输器具本身遭到灭失或损坏时，该运输器具如不属于承运人所有或提供，即视为一个单独的货运单位。
　　３．记帐单位是指第二十六条中所述的记帐单位。
　　４．承运人和托运人可以通过协议确定超过第１款规定的赔偿责任限额。

　　第七条　对非合同索赔的适用
　　１．本公约规定的各项抗辩和责任限额，适用于海上运输合同所涉及的货物的灭失或损坏，以及延迟交付对承运人提起的任何诉讼，不论这种诉讼是根据合同、侵权行为或其他。
　　２．如果这种诉讼是对承运人的受雇人或代理人提起的，而该受雇人或代理人能证明他是在受雇职务范围内行事的，则有权利用承运人根据本公约有权援引的抗辩和责任限额。
　　３．除第八条规定的情况外，从承运人和本条第２款所指的任何人取得的赔偿金额的总数，不得超过本公约所规定的责任限额。

　　第八条　责任限额权利的丧失
　　１．如经证明灭失、损坏或延迟交付是由承运人有意造成这种灭失、损坏或延迟交付作出的行为或不行为，或由承运人明知可能会产生这种灭失、损坏或延迟交付而仍不顾后果作出的行为或不行为产生的，则承运人无权享受第六条所规定的责任限额的利益。
　　２．尽管有第七条第２款的规定，如经证明灭失、损坏或延迟交付是由该受雇人或代理人有意造成这种灭失、损坏或延迟交付作出的行为或不行为，或由该受雇人或代理人明知可能会产生这种灭失、损坏或延迟交付而仍不顾后果作出的行为或不行为产生的，则承运人的受雇人或代理人无权享受第六条所规定的责任限额的利益。

　　第九条　舱面货
　　１．承运人只有按照同托运人的协议或符合特定的贸易惯例，或依据法规的规章的要求，才有权在舱面上载运货物。
　　２．如果承运人和托运人议定，货物应该或可以在舱面上载运，承运人必须在提单或证明海上运输合同的其他单证上载列相应说明。如无此项说明，承运人有责任证明，曾经达成在舱面上载运的协议。但承运人无权援引这种协议对抗包括收货人在内的，相信并持有提单的第三方。
　　３．如违反本条第１款的规定将货物载运在舱面上，或承运人不能按照本条第２款援引在舱面上载运的协议，尽管有第五条第１款的规定，承运人仍须对仅由于在舱面上载运而造成的货物灭失或损坏以及延迟交付负赔偿责任，而其赔偿责任的限额，视情况分别按照本公约第六条或第八条的规定确定。
　　４．违反将货物装载在舱内的明文协议而将货物装载在舱面，应视为第八条含义内的承运人的一种行为或不行为。

　　第十条　承运人和实际承运人的赔偿责任
　　１．如果将运输或部分运输委托给实际承运人执行时，不管根据海上运输合同是否有权这样做，承运人仍须按照本公约的规定对全部运输负责。关于实际承运人所履行的运输，承运人应对实际承运人及其受雇人和代理人在他们的受雇范围内行事的行为或不行为负责。
　　２．本公约对承运人责任的所有规定也适用于实际承运人对其所履行的运输的责任。如果对实际承运人的受雇人或代理人提起诉讼，应适用第七条第２款、第３款和第八条第２款的规定。
　　３．承运人据以承担本公约所未规定的义务或放弃本公约所赋予的权利的任何特别协议，只有在实际承运人书面明确表示同意时，才能对他发生影响。不论实际承运人是否已经同意，承运人仍受这种特别协议所导致的义务或弃权的约束。
　　４．如果承运人和实际承运人都有责任，则在此责任范围内，他们应负连带责任。
　　５．从承运人、实际承运人和他们的受雇人和代理人取得的赔偿金额总数，不得超过本公约所规定的责任限额。
　　６．本条规定不妨碍承运人和实际承运人之间的任何追索权。

　　第十一条　联运
　　１．尽管有第十条第１款的规定，如海上运输合同明确规定，该合同包括的某一特定部分的运输由承运人以外的某一指定人履行，该合同也可以同时规定，承运人对这一部分运输期间货物在实际承运人掌管之下，因发生事故而造成的灭失、损坏或延迟交付不负责任。但是，如果不能按照第二十一条第１款或第２款规定在有管辖权的法院对实际承运人提起法律诉讼，则任何限制或豁免这种赔偿责任的规定均属无效。承运人应负举证责任，证明任何灭失、损坏或延迟交付是由上述这种事故造成的。
　　２．按照第十条第２款的规定，实际承运人须对货物在他掌管期间因发生事故而造成的灭失、损坏或延迟交付负责。

wingz256 · 发表于 2007-7-15 11:19:37

　　第三部分　托运人的责任

　　第十二条　一般规则
　　托运人对承运人或实际承运人所遭受的损失或船舶所遭受的损坏不负赔偿责任，除非这种损失或损坏是由托运人、其受雇人或代理人的过失或疏忽所造成。托运人的任何受雇人或代理人对这种损失或损坏也不负责任，除非这种损失或损坏是由他自己的过失或疏忽所造成。

　　第十三条　关于危险货物的特殊规则
　　１．托运人必须以适当的方式在危险货物上加上危险的标志或标签。
　　２．当托运人将危险货物交给承运人或实际承运人时，托运人必须告知货物的危险性，必要时并告知应采取的预防措施。如果托运人没有这样做，而且该承运人或实际承运人又未从其他方面得知货物的危险特性，则：
　　（ａ）托运人对承运人和任何实际承运人因载运这种货物而造成的损失负赔偿责任。并且
　　（ｂ）根据情况需要，可以随时将货物卸下，销毁或使之无害，而不予赔偿；
　　３．任何人如在运输期间，明知货物的危险特性而加以接管，则不得援引本条第２款的规定。
　　４．如果本条第２款（ｂ）项的规定不适用或不能援引，而危险货物对生命或财产造成实际危险时，可视情况需要，将货物卸下、销毁或使之无害，而不予赔偿，但共同海损分摊的义务或按照第五条规定承运人应负的赔偿责任除外。

　　第四部分　运输单证

　　第十四条　提单的签发
　　１．当承运人或实际承运人接管货物时，应托运人要求，承运人必须给托运人签发提单。
　　２．提单可以由承运人授权的人签字。提单由载运货物船舶的船长签字应视为代表承运人签字。
　　３．提单上的签字可以用手写、印摹、打孔、盖章、符号或如不违反提单签发地所在国国家的法律，用任何其他机械的或电子的方法。

　　第十五条　提单的内容
　　１．除其他事项外，提单必须包括下列项目：
　　（ａ）货物的品类，辨认货物必需的主要标志，如属危险品，对货物的危险特性所作的明确说明，包数或件数及货物的重量或以其他方式表示的数量等，所有这些项目均由托运人提供；
　　（ｂ）货物的外表状况；
　　（ｃ）承运人的名称和主要营业所；
　　（ｄ）托运人的名称；
　　（ｅ）如托运人指定收货人时，收货人的名称；
　　（ｆ）海上运输合同规定的装货港及承运人在装货港接管货物的日期；
　　（ｇ）海上运输合同规定的卸货港；
　　（ｈ）如提单正本超过一份，列明提单正本的份数；
　　（ｉ）提单的签发地点；
　　（ｊ）承运人或其代表的签字；
　　（ｋ）收货人应付运费金额或由收货人支付运费的其他说明；
　　（ｌ）第二十三条第３款所提到的声明；
　　（ｍ）如属舱面货，货物应该或可以装在舱面上运输的声明；
　　（ｎ）如经双方明确协议，应列明货物在卸货港交付的日期或期限；和
　　（ｏ）按照第六条第４款规定，协议的任何增加的赔偿责任限额。
　　２．货物装船后，如果托运人这样要求，承运人必须给托运人签发"已装船" 提单。除本条第１款所规定的项目外，该提单还必须说明货物已装上一艘或数艘指定的船舶，以及一个或数个装货日期。如果承运人先前已向托运人签发过关于该批货物的任何部分的提单或其他物权单证，经承运人要求，托运人必须交回这种单证以换取"已装船"提单。承运人为了满足托运人对"已装船"提单的要求，可以修改任何先前签发的单证，但经修改后的单证应包括"已装船"提单所需载有的全部项目。
　　３．提单缺少本条所规定的一项或多项，不影响该单证作为提单的法律性质，但该单证必须符合第一条第７款规定的要求。

　　第十六条　提单：保留和证据效力
　　１．如果承运人或代其签发提单的其他人确知或有合理的根据怀疑提单所载有关货物的品类、主要标志，包数或件数、重量或数量等项目没有准确地表示实际接管的货物，或在签发"已装船"提单的情况下，没有准确地表示已实际装船的货物，或者他无适当的方法来核对这些项目，则承运人或该其他人必须在提单上作出保留，注明不符之处、怀疑根据、或无适当的核对方法。
　　２．如果承运人或代他签发提单的其他人未在提单上批注货物的外表状况，则应视为他已在提单上注明货物的外表状况良好。
　　３．除按本条第１款规定就有关项目和其范围作出许可在保留以外：
　　（ａ）提单是承运人接管，或如签发"已装船"提单时，装载提单所述货物的初步证据；
　　（ｂ）如果提单已转让给相信提单上有关货物的描述而照此行事的包括收货人在内的第三方，则承运人提出与此相反的证据不予接受。
　　４．如果提单未按照第十五条第１款（ｋ）项的规定载明运费或以其他方式说明运费由收货人支付或未载明在装货港发生的滞期费由收货人支付，则该提单是收货人不支付运费或滞期费的初步证据。如果提单已转让给相信提单上无任何此种说明而照此行事的包括收货人在内的第三方，则承运人提出的与此相反的证据不予接受。

　　第十七条　托运人的保证
　　１．托运人应视为已向承运人保证，由他提供列入提单的有关货物的品类、标志、件数、重量和数量等项目正确无误。托运人必须赔偿承运人因为这些项目的不正确而导致的损失。托运人即使已将提单转让，仍须负赔偿责任。承运人取得的这种赔偿权利，绝不减轻他按照海上运输合同对托运人以外的任何人所负的赔偿责任。
　　２．任何保函或协议，据此托运人保证赔偿承运人由于承运人或其代表未就托运人提供列入提单的项目或货物的外表状况批注保留而签发提单所引起的损失，对包括收货人在内的受让提单的任何第三方，均属无效。
　　３．这种保函或协议对托运人有效，除非承运人或其代表不批注本条第２款所指的保留是有意诈骗，相信提单上对货物的描述而行事的包括收货人在内的第三方，在后面这种情况下，如未批注的保留与由托运人提供列入提单的项目有关，承运人就无权按照本条第１款规定，要求托运人给予赔偿。
　　４．如属本条第３款所指的有意诈骗，承运人不得享受本公约所规定的责任限额的利益，并且对由于相信提单上所载货物的描述而行事的包括收货人在内的第三方所遭受的损失负赔偿责任。

　　第十八条　提单以外的单证
　　如果承运人签发提单以外的单证以证明收到待运的货物，该单证就是订立海上运输合同和承运人接管该单证中所述货物的初步证据。

　　第五部分　索赔和诉讼

　　第十九条　灭失、损坏或延迟交付的通知
　　１．除非收货人在不迟于货物移交给他之日后第一个工作日内将灭失或损坏的书面通知送交承运人，叙明灭失或损坏的一般性质，否则此种移交应作为承运人交付运输单证上所述货物的初步证据或如未签发这种单证，则应作为完好无损地交付货物的初步证据。
　　２．遇有不明显的灭失或损坏：在货物交付收货人之日后连续十五天内未送交书面通知，则本条第１款的规定相应地适用。
　　３．如货物的状况在交付收货人时，已经由当事各方联合检查或检验，即无需就检查或检验中所查明的灭失或损坏送交书面通知。
　　４．遇有任何实际的或意料到的灭失或损失时，承运人和收货人必须为检验和清点货物相互提供一切合理的便利。
　　５．除非在货物交给收货人之日后连续六十天之内书面通知承运人，否则对延迟交付造成的损失不予赔偿。
　　６．如果货物由实际承运人交付，根据本条送给他的任何通知具有如同送交承运人的同等效力，同样，送交承运人的任何通知具有如同送交实际承运人的同等效力。
　　７．除非承运人或实际承运人不迟于灭失或损坏事故发生后或依照第四条第２款在货物交付后连续九十天之内，以较后发生日期为准，将灭失或损坏的书面通知送交托运人，叙明此种灭失或损坏的一般性质，否则，未提交这种通知即为承运人或实际承运人没有因为托运人或其受雇人或代理人的过失或疏忽而遭受灭失或损坏的初步证据。
　　８．就本条而言，通知送交给代表承运人或实际承运人行事的人，包括船长或主管船舶的高级船员，或送交代表托运人行事的人，即应分别视为已经送交承运人、实际承运人或托运人。

[ 本帖最后由 wingz256 于 2007-7-15 11:20 编辑 ]

wingz256 · 发表于 2007-7-15 11:30:03

我发放Hamburg Rules 《汉堡规则》时，不知为何论坛给我以下提示：

对不起，您填写的内容(如签名、帖子、短消息等)包含不良内容而无法提交，请返回修改。
我只好将其放在附件里面了。
因为论坛对字数的限制，所以我不得不把以上版本分开来发放。为了方便各位网友的阅读和下载，我把它作为附件上传上来，喜欢的可以下载。

		自动登录	找回密码
密码			注册

全站		goto3d 说: 此次SW竞赛获奖名单公布如下，抱歉晚了，版主最近太忙：一等奖：塔山817；二等奖：a9041、飞鱼；三等奖：wx_dfA5IKla、xwj960414、bzlgl、hklecon；请以上各位和版主联系，领取奖金！！！	2022-03-11
全站		goto3d 说: 在线网校新上线表哥同事（Mastercam2022）+虞为民版大（inventor2022）的最新课程，来围观吧！	2021-06-26

通知

[分享] Hamburg Rules 《汉堡规则》

马上注册，结识高手，享用更多资源，轻松玩转三维网社区。