海牙规则中英文版

海牙规则中英文版 统一提单的若干法律规则的国际公约 (1924年8月22日订于布鲁塞尔，1924年8月25日颁布，1942年8月25日 实施) 第一条 本公约所用下列各词，涵义如下: (a) “承运人”包括与托运人订有运输 合同 劳动合同范本免费下载装修合同范本免费下载租赁合同免费下载房屋买卖合同下载劳务合同范本下载 的船舶所有人或租船人。 (b) “运输合同”仅适用于以提单或任何类似的物权凭证进行有关海上货物运输的合同;在租船合同下或根据租船合同所签发的提单或任何物权凭证，在它们成为制约承运人与凭证持有人之间的关系准则时，也包括在内。 (c) “货物”包括货物、制品、商品和任何种类的物品，但活牲畜以及在运输合同上载明装载于舱面上并且已经这样装运的货物除外。 (d) “船舶”是指用于海上货物运输的任何船舶。 (e) “货物运输”是指自货物装上船时起，至卸下船时止的一段期间。 第二条 除遵照第六条规定外，每个海上货物运输合同的承运人，对有关货物的装载、搬运、积载、运送、保管、照料和卸载，都应按照下列规定承担责任和义务，并享受权利和豁免。 第三条 1(承运人须在开航前和开航时谨慎处理: (a) 使船舶适航; (b) 适当地配备船员、装备船舶和供应船舶; (c) 使货舱、冷藏舱和该船其他载货处所能适宜和安全地收受、运送和保管货物。 2(除遵照第四条规定外，承运人应适当和谨慎地装卸、搬运、积载、运送、保管、照料和卸载所运货物。 3(承运人或船长或承运人的代理人在收受货物归其照管后，经托运人的请求，应向托运人签发提单，其上载明下列各项: (a) 与开始装货前由托运人书面提供者相同的、为辨认货物所需的主要标志，如果这项标志是以印戳或其他方式标示在不带包装的货物上，或在其中装有货物的箱子或包装物上，该项标志通常应在航程终了时仍能保持清晰可认。 (b) 托运人用书面提供的包数或件数，或数量，或重量。 (c) 货物的 表 关于同志近三年现实表现材料材料类招标技术评分表图表与交易pdf视力表打印pdf用图表说话 pdf 面状况。 但是，承运人、船长或承运人的代理人，不一定必须将任何货物的标志、号码、数量或重量表明或标示在提单上，如果他有合理根据怀疑提单不能正确代表实际收到的货物，或无适当方法进行核对的话。 4(依照第3款(a)、(b)、(c)项所载内容的这样一张提单，应作为承运人收到该提单中所载货物的初步证据。 1 5(托运人应被视为已在装船时向承运人保证，由他提供的标志、件数、数量和重量均正确无误;并应赔偿给承运人由于这些项目不正确所引起或导致的一切灭失、损坏和费用。承运人的这种赔偿权利，并不减轻其根据运输合同对托运人以外的任何人所承担的责任和义务。 6(在将货物移交给根据运输合同有权收货的人之前或当时，除非在卸货港将货物的灭失和损害的一般情况，已用书面通知承运人或其代理人，则这种移交应作为承运人已按照提单规定交付货物的初步证据。 如果灭失或损坏不明显，则这种通知应于交付货物之日起的三天内提交。 如果货物状况在收受时已经进行联合检验或检查，就无须再提交书面通知。 除非从货物交付之日或应交付之日起一年内提出诉讼，承运人和船舶在任何情况下都免除对灭失或损害所负的一切责任。 遇有任何实际的或推定的灭失或损害，承运人与收货人必须为检验和清点货物相互给予一切合理便利。 7(货物装船后，如果托运人要求，签发“已装船”提单，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物权单据，应交还这种单据，换取“已装船”提单。但是，也可以根据承运人的决定，在装货港由承运人、船长或其代理人在上述物权单据上注明装货船名和装船日期。经过这样注明的上述单据，如果载有第三条第3款所指项目，即应成为本条所指的“已装船”提单。 8(运输合同中的任何条款、约定或 协议 离婚协议模板下载合伙人协议 下载渠道分销协议免费下载敬业协议下载授课协议下载 ，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和义务，因而引起货物或关于货物的灭失或损害的责任的，或以下同于本公约的规定减轻这种责任的，则一律无效。有利于承运人的保险利益或类似的条款，应视为属于免除承运人责任的条款。 第四条 1(不论承运人或船舶，对于因不适航所引起的灭失或损坏，都不负责，除非造成的原因是由于承运人未按第三条第1款的规定，克尽职责;使船舶适航;保证适当地配备船员、装备和供应该船，以及使货舱、冷藏舱和该船的其它装货处所能适宜并安全地收受、运送和保管货物。凡由于船舶不适航所引起的灭失和损害，对于已克尽职责的举证责任，应由根据本条规定要求免责的承运人或其他人承担。 2(不论承运人或船舶，对由于下列原因引起或造成的灭失或损坏，都不负责: (a) 船长、船员、引水员或承运人的雇佣人员，在驾驶船舶或管理船舶中的行为、疏忽或不履行义务; (b) 火灾，但由于承运人的实际过失或私谋所引起的除外; (c) 海上或其它可航水域的灾难、危险和意外事故; (d) 天灾; (e) 战争行为; (f) 公敌行为; (g) 君主、当权者或人民的扣留或管制，或依法扣押; (h) 检疫限制; (i) 托运人或货主、其代理人或代表的行为或不行为; (j) 不论由于任何原因所引起的局部或全面罢工、关厂停止或限制工作; (k) 暴动和骚乱; 2 (l) 救助或企图救助海上人命或财产; (m) 由于货物的固有缺点、质量或缺陷引起的体积或重量亏损，或任何其它灭失或损坏; (n) 包装不充分; (o) 标志不清或不当; (p) 虽克尽职责亦不能发现的潜在缺点; (q) 非由于承运人的实际过失或私谋，或者承运人的代理人，或雇佣人员的过失或疏忽所引起的其它任何原因;但是要求引用这条免责利益的人应负责举证，证明有关的灭失或损坏既非由于承运人的实际过失或私谋，亦非承运人的代理人或雇佣人员的过失或疏忽所造成; 3. 对于任何非因托运人、托运人的代理人或其雇佣人员的行为、过失或疏忽所引起的使承运人或船舶遭受的灭失或损坏，托运人不负责任。 4. 为救助或企图救助海上人命或财产而发生的绕航，或任何合理绕航，都不能作为破坏或违反本公约或运输合同的行为;承运人对由此而引起的任何灭失或损害，都不负责。 5. 承运人或是船舶，在任何情况下对货物或与货物有关的灭失或损害，每件或每计费单位超过一百英镑或与其等值的其他货币的部分，都不负责;但托运人于装货前已就该项货物的性质和价值提出声明，并已在提单中注明的，不在此限。 该项声明如经载入提单，即作为初步证据，但它对承运人并不具有约束力或最终效力。 经承运人、船长或承运人的代理人与托运人双方协议，可规定不同于本款规定的另一最高限额，但该最高限额不得低于上述数额。 如承运人在提单中，故意谎报货物性质或价值，则在任何情况下，承运人或是船舶，对货物或与货物有关的灭失或损害，都不负责。 6(承运人、船长或承运人的代理人对于事先不知性质而装载的具有易燃、爆炸或危险性的货物，可在卸货前的任何时候将其卸在任何地点，或将其销毁，或使之无害，而不予赔偿;该项货物的托运人，应对由于装载该项货物而直接或间接引起的一切损害或费用负责。如果承运人知道该项货物的性质，并已同意装载，则在该项货物对船舶或货载发生危险时，亦得同样将该项货物卸在任何地点，或将其销毁，或使之无害，而不负赔偿责任，但如发生共同海损不在此限。 第五条 承运人可以自由地全部或部分放弃本公约中所规定的他的权利和豁免，或增加他所应承担的任何一项责任和义务。但是这种放弃或增加，须在签发给托运人的提单上注明。 本公约的规定，不适用于租船合同，但如果提单是根据租船合同签发的，则上述提单应符合本公约的规定。本公约中的任何规定，都不得妨碍在提单中加注有关共同海损的任何合法条款。 第六条 虽有前述各条规定，只要不违反公共秩序，承运人、船长或承运人的代理人得与托运人就承运人对任何特定货物应负的责任和应尽的义务，及其所享受的权利与豁免，或船舶适航的责任等，以任何条件，自由地订立任何协议。或就承运人雇佣人员或代理人在海运货物的装载、搬运、积载、运送、保管、照料和卸载方面 3 应注意及谨慎的事项，自由订立任何协议。但在这种情况下，必须是未曾签发或将不签发提单，而且应将上述协议的条款载入不得转让并注明这种字样的单证内。 这样订立的任何协议，都具有完全的法律效力。 但本条规定不适用于依照普通贸易程序成交的一般商业货运，而仅在拟装运的财物的性质和状况，或据以进行运输的环境、条款和条件，有订立特别协议的合理需要时，才能适用。 第七条 本条约中的任何规定，都不妨碍承运人或托运人就承运人或船舶对海运船舶所载货物于装船以前或卸船以后所受灭失或损害，或与货物的保管、照料和搬运有关的灭失或损害所应承担的责任与义务，订立任何协议、规定、条件、保留或免责条款。 第八条 本公约各条规定，都不影响有关海运船舶所有人责任限制的任何现行法令所规定的承运人的权利和义务。 第九条 本公约所提到的货币单位为金价。 凡缔约国中不以英镑作为货币单位的，得保留其将本公约所指的英镑数额以四舍五入的方式折合为本国货币的权利。 各国法律可以为债务人保留按船舶抵达卸货港之日通知的兑换率，以本国货币偿清其有关货物的债务的权利。 第十条 本公约和各项规定，适用于在任何缔约国所签发的一切提单。 第十一条 自本公约签字之日起不超过二年的期限内，比利时政府应与已声明拟批准本公约的缔约国保持联系，以便决定是否使本公约生效。批准书应于各缔约国协商确定的日期交存于布鲁塞尔。首次交存的批准书应载入由参加国代表及比利时外交部长签署的议定书内。 以后交存的批准书，应以书面通知送交比利时政府，并随附批准文件。 比利时政府，应立即将有关记载首次交存批准书的议定书和上段所指的通知，随附批准书等的核证无误的副本，通过外交途径送交已签署本公约或已加入本公约的国家。在上段所指情况下，比利时政府应于收到通知的同时，知照各国。 第十二条 凡未签署本公约的国家，不论是否已出席在布鲁塞尔召开的国际会议，都可以加入本公约。 拟加入本公约的国家，应将其意图用书面通知比利时政府，并送交其加入的文件，该项文件应存放在比利时政府档案库。 4 比利时政府应立即将加入本公约通知书的核证无误的副本，分送已签署本公约或已加入本公约的国家，并注明它收到上述通知的日期。 第十三条 缔约国的签署、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或殖民地、海外属地、保护国或在其主权或权力管辖下的地域;并且可以在此后代表这些声明中未包括的任何自治领或殖民地、海外属地、保护国或地域将分别加入本公约。各缔约国还可以根据本公约的规定，代表其任何自治领或殖民地、海外属地、保护国或其主权或权力管辖下的地域将分别声明退出本公约。 第十四条 本公约在首批交存批准书的各国之间，于议定书记载此项交存之日起一年后开始生效。此后批准或加入本公约的各国或根据第十三条规定使公约生效的各国，于此比利时政府收到第十一条第2款及第十二条第2段所指的通知六个月后生效。 第十五条 如有缔约国欲退出本公约，应用书面通知比利时政府，比利时政府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。 这种退出只对提出通知的国家有效，生效日期从上述通知送达比利时政府之日起一年以后开始。 第十六条 任何一个缔约国都有权就考虑修改本公约事项，请求召开新的会议。 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，由比利时政府安排召开会议事宜。 一九二四年八月二十五日订于布鲁塞尔，计一份。 《国际散装运输危险化学品船舶构造和设备规则》2000年修正案生效 交通部关于《国际散装运输危险化学品 船舶构造和设备规则》2000年修正案生效的通知 (交国际发[2002]331号) 国际海事组织海上环境保护委员会于1999年7月1日和2000年10月5日分别以MEPC.79(43)号 决议和 MEPC.90(45)号决议通过了对《国际散装运输危险化学品船舶构造和设备规则》(以下称I BC规则)的两项修正案。随后，该组织海上安全委员会又于2000年12月5日以 MSC.102(73)号决 议通过了一项修正案，其内容与上述两项修正案的内容相同。 按照《经1978年议定书修正的,1973年国际防止船舶造成污染公约,》(简称"防污公约")第1 6(2)(d)条和经修正的1974年国际海上人命安全公约(简称"安全公约")第?(b)(vii)(2)条规定的默认接 受程序，该修正案于2002年7月1日生效。 根据防污公约和安全公约的有关规定，IBC规则及其修正案为强制性规定。 5 我国是这两个公 约的缔约国，在上述修正案通过之后没有对其内容提出任何反对意见，因此，该修正案对我国 具有约束力。 现将该修正案印发给你们，请遵照执行。 )修正案 附件:《国际散装运输危险化学品船舶构造和设备规则》(1BC规则 中华人民共和国交通部 二00二年七月二十六日 附件 《国际散装运输危险化学品船 舶构造和设备规则》(IBC规则)修正案 第5章 货物输送 5.7 船舶的货物软管 1 原第5.7.3段由下列文字代替: "5.7.3 对于2002年7月1日或以后安装到船上的货物软管，每一配有端部附件的新型货物软 管，均应在正常环境温度下，以从零到至少两倍于规定的最大工作压力进行200个压力周期的原 型试验。经过周期压力试验后，原型试验应表明其爆破压力至少为在极限工作温度下的规定最 大工作压力的5倍。原型试验用过的货物软管不得再用于货物输送。此后，每一段新生产的货物 软管在投入使用前，应在环境温度下进行静水压力试验，试验压力值不低于其规定的最大工作 压力的1.5倍，但不高于其爆破压力的2/5。软管上应用模板印制或其它方式标出试验的日期、其 规定的最大工作压力以及，如果用于环境温度以外的服务，其允许的相应最高和最低工作温度。 规定的最大工作压力不应小于10 bar表压。" 第8章 货舱透气和除气装置 2 在第8.1.1段中，"本"一字由"除非另有明文规定，本"的字样代替。 3 在原第8.1.5段后新增第8.1.6段如下: "8.1.6 在1986年7月1日或以后但在2002年7月1日以前建造的船舶，应于2002年7月1日后的 第一次定期坞修之日起但不晚于2005年7月1日，符合第8.3.3段的要求。但是，主管机关可对198 6年7月1日或以后但在2002年7月1日以前建造的500总吨以下的船舶放宽对第8.3.3段的要求。" 4 在原第8.3.2段的最后一句中，"8.3.5"由"8.3.6"代替。 5 在原第8.3.2段后新增第8.3.3段如下: "8.3.3 在2002年7月1日或以后建造的船舶上，受控制的液舱透气系统应由允许蒸气充分流 动释放的一个主要装置和一个辅助装置组成。以免在一个装置失灵时出现超压或负压。作为替 6 代，辅助装置可以由安装于每一液舱的在船舶货物控制室或通常进行货物操作的位置设有监视 系统的压力传感器组成。该监视系统还应装有一个报警装置，能在探测到舱内出现超压或负压 " 时启动。 6 将原第8.3.3至8.3.7段重新编号为第8.3.4至8.3.8段。 7 在原第8.3.5段的最后一句中，"8.3.3.1"由"8.3.4.1"代替。 第14章 人员保护 8 原第14.2.9段由下文代替: "14.2.9 船舶应根据本组织制定的导则配备医疗急救设备，包括氧气复苏设备和对应于所 载货物的解毒剂。" 第15章 特殊要求 9 原第15.3段由下文代替: "15.3 二硫化碳 二硫化碳可以在使用下列各段所规定的水垫或惰性气体垫的情况下进行运载。 在使用水垫的情况下运载 15.3.1 在货物装卸和转运过程中，应作出安排以在液货舱内维持水垫。此外，在转运过程 中货舱的保留空间应维持惰性气体垫。 15.3.2 所有的开口应位于液货舱的顶部，高于甲板。 15.3.3 装货管路端头应在接近液货舱底处终止。 15.3.4 应备有标准液面测量孔，以便应急测深用。 15.3.5 货物管道和透气管系应独立于其它货物的管道和透气管系。 15.3.6 只要泵为深井泵或液压驱动的可潜泵，则该泵可用于卸货，深井泵的驱动方式应不 产生点燃二硫化碳的火源，并且不得采用温度可能超过80?的设备。 15.3.7 如果使用卸货泵，应将其从顶部放入到接近船底的某点的圆柱形井中。在打算将泵 取出之前，除非证实该舱已除气，该圆柱形井中应形成一层水垫。 15.3.8 如果货物系统是按预定的压力和温度设计的，可用水和惰性气体的置换来卸货。 15.3.9 安全释放阀应以不锈钢制成。 15.3.10 由于二硫化碳的低燃点和需要几乎密闭来阻止其火焰蔓延，所以在10.2.3段中所述 的危险位置只许设有自身安全的系统和电路。 在使用合适的惰性气体垫的情况下运载 15.3.11 二硫化碳应装载在设计压力不小于0.6bar表压的独立液货舱中。 15.3.12 所有开口应位于液货舱的顶部，高于甲板。 15.3.13 在货物抑制系统中所用的垫片应是不与二硫化碳起化学反应或不在二硫化碳中溶 解的材料制成。 15.3.14 在货物抑制系统中，包括蒸气管线，不允许有螺纹接头。 7 15.3.15 装货前，液货舱应使用合适的惰性气体惰化，直至氧气的体积含量为2%或以下。 液货舱应装设有在装卸和运输过程中自动维持舱内合适惰性气体正压力的装置。该系统应能将 正压力维持在0.1至0.2bar表压之间，能被遥控监测并装有过压/低压报警装置。 15.3.16 对环围装载二硫化碳的独立液货舱的空间，应使用合适的惰性气体惰化至含氧量 为2%或以下。应装设在整个航程中监测和维持惰性气体处于该状态的装置。还应装设在该空间 采集二硫化碳蒸气样品的装置。 15.3.17 二氧化碳的装卸和运输应以不发生向大气透气的方式进行。如果二硫化碳蒸气在 装载过程中回到岸上，或在卸载过程中回到船上，蒸气回路系统应独立于所有其他货物抑制系 统。 15.3.18 二硫化碳应只使用浸没式深井泵或合适的惰性气体置换方式卸货。浸没式深井泵 的工作方式应避免泵中聚热。在泵的外壳上还应配备温度传感器，并在货物控制室中装有遥控 读数表和报警器。报警温度应设在80?。泵还应设置自动关闭装置，如在卸货期间液货舱压力 降到大气压力以下时自动关闭。 15.3.19 当系统中有二硫化碳时，不得有空气进入货舱、货泵和货物管路。 15.3.20 任何其它货物装卸、洗舱或压载均不得与二硫化碳装卸同时进行。 15.3.21 应设置能力足够的水雾灭火系统，以有效覆盖装货歧管周围的区域、露天甲板上 与货物操作相关的管线和液货舱圆顶的区域。管路和喷嘴的布置应能提供10l/m2/min的均匀出水 率。该系统应有手动遥控的操作装置，以便万一被保护区域着火时，能在货物区域以外的邻近 于居住处所的适当位置和能随时进入和易于操作的位置，遥控起动供应水雾系统的泵和遥控操 作系统中任何通常关闭着的阀。该水雾系统应能就地和遥控手动操作，而且其布置应能保证将 任何泄漏的货物冲掉。此外，在大气温度许可时，应将加压至喷嘴的供水软管连接妥当，以便 装卸作业期间随时可用。 15.3.22 液货舱在参照温度(R)下所装液货不应超过其容积的98%。 15.3.23 一个液货舱所装货物的最大体积(VL)应为: VL=0.98V 式中:V =液货舱的容积; ρR = 货物在参照温度(R)下的相对密度; ρL = 货物在装载温度下的相对密度; R =参照温度，即货物蒸气压力与压力释放阀的调定压力相等时的温度; 8 15.3.24 应针对所用的每一装载温度和相应的最大参照温度，将每一液货舱 的最大许可的 充装极限应标于主管机关认可的表格中。该表格的副本应在船上由船长长期保 存。 15.3.25 开敞甲板区域，或开敞甲板上距被确认运载二硫化碳的液货舱的排 出口、气体或 蒸气的排出口、货物管线的法兰或货物阀3m以内的半封闭空间，应该符合第17 章第"i" 栏内为二 硫化碳规定的电器设备要求。此外，在所述的区域内不得允许有任何其他热源， 例如表面温度 超过80?的蒸汽管线。 15.3.26 应装有不用开舱或不搅乱合适的惰性气体保护层的液位测量和货 物采样装置。 15.3.27 该货物只能按照主管机关认可的货物装卸 计划 项目进度计划表范例计划下载计划下载计划下载课程教学计划下载 进行运输。货物装卸 计划应标明整 个货物管系。船上应备有经认可的货物装卸计划副本。签发《国际散装危险化学 品适装证书》 应包括提及认可的货物装卸计划。 第16章 操作要求 10 原第16.3.3段由下列文字取代: "16.3.3 对高级船员应根据本组织制订的导则进行应急程序培训，以便处理 货物泄漏、溢 出或火灾等情况，并对其中足够数量的人员进行与所载货物有关的基本急救方面 的授课和训练"。 11 在附加操作性要求清单(第16.7段)中，在"7.1.6.3"下增加"8.3.6"。 海牙规则-英文版-中文版 INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING (“HAGUE RULES”), AND PROTOCOL OF SIGNATURE (Brussels, 25 August 1924) The President of the German Republic, the President of the Argentine Republic, His Majesty the King of the Belgians, the President of the Republic of Chile, the President of the Republic of Cuba, His Majesty the King of Denmark and Iceland, His Majesty the King of Spain, the Head of the Estonian State, the President of the United States of America, the President of the Republic of Finland, the President of the French Republic, His Majesty the King of the United Kingdom of Great Britain and Ireland and of the British Dominions beyond the Seas, Emperor of India, His Most Supreme Highness the Governor of the Kingdom of Hungary, His Majesty the King of Italy, His Majesty the Emperor of Japan, the President of the Latvian Republic, the President of the Republic of Mexico, His Majesty the King of Norway, Her Majesty the Queen of the Netherlands, the President of the Republic of Peru, the President of the Polish Republic, the President of the Portuguese Republic, His Majesty the King 9 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 t (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 10 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. 11 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. 12 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 13 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. 14 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 15 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. 16