１９７８年联合国海上货物运输公约(附英文)

【时效性】 有效
【签订地点】 汉堡
【签订日期】 1978/03/31
【生效日期】 1992/11/01
【失效日期】
【内容分类】 海事
【有效期限】
【题注】
【正文】
简介
本公约简称“汉堡规则”（Ｈａｍｂｕｒｇ Ｒｕｌｅｓ），于１９７８年３月６日至３月３１日在汉堡召开的联合国海上货物运输会议上通过，１９９２年１１月１日生效。参加本公约的国家有：巴巴多斯、博茨瓦纳、布基纳法索、智利、埃及、几内亚、匈牙利、肯尼亚、黎巴嫩、莱索托、马拉维、摩洛哥、尼日利亚、罗马尼亚、塞内加尔、塞拉利昂、突尼斯、乌干达、坦桑尼亚、赞比亚等。
前 言
本公约各缔约国，
认识到通过协议确定某些关于海上货物运输的规则是合乎需要的，
决定为此目的缔结一项公约，并已协议如下：
第Ⅰ部分 总 则
第１条 定 义
在本公约中：
１．“承运人”，是指由其本人或以其名义与托运人订立海上货物运输合同的任何人；
２．“实际承运人”，是指受承运人委托从事货物运输或部分货物运输的任何人，包括受托从事此项工作的任何其他人；
３．“托运人”，是指由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，或是由其本人或以其名义或代其将货物实际交给与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；如果货物是用集装箱、货船或类似装运工具集装，或者货物带有包装，而此种装运工具或包装系由托运人提供，则“货物”应包括此种装运工具或包装。
６．“海上运输合同”，是指承运人收取运费据以将货物从一个港口运往另一个港口的合同；但是，对于既涉及海上运输又涉及某些其他运输方式的合同而言，只有在其涉及海上运输时，才应视为本公约所指的海上运输合同。
７．“提单”，是指用以证明海上运输合同和货物由承运人接收或装船，以及承运人保证据以交付货物的单证。单证中关于货物应按记名人的指示交付、或者按指示交付、或者向提单持有人交付的规定，构成此种保证。
８．“书面”，除其他方式外，包括电报和电传。
第２条 适用范围
１．本公约各项规定，适用于在两个不同国家之间的所有海上运输合同，如果：
（ａ）海上运输合同规定的装货港位于某一缔约国之内；或者
（ｂ）海上运输合同规定的卸货港位于某一缔约国之内；或者
（ｃ）海上运输合同规定的备选卸货港之一是实际卸货港，并位于某一缔约国之内；或者
（ｄ）提单或作为海上运输合同证明的其他单证，是在某一缔约国之内签发；或者
（ｅ）提单或作为海上运输合同证明的其他单证规定，本公约各项规定或者使其生效的任何国家立法制约该合同。
２．不论船舶、承运人，实际承运人、托运人、收货人或任何其他有关的人的国籍如何，本公约各项规定均适用。
３．本公约各项规定不适用于租船合同。但是，如果提单是根据租船合同签发，并对承运人和非属承租人的提单持有人之间的关系加以制约，则本公约各项规定应适用于此种提单。
４．如果合同规定，今后的货载将在某一约定期间内分批运输，则本公约的规定应适用于每一批货载。但如运输系根据租船合同进行，则应适用本条第３款的规定。
第３条 本公约的解释
在解释或适用本公约各项规定时，应注意本公约的国际性质和促进统一的需要。
第Ⅱ部分 承运人的责任
第４条 责任期限
１．按照本公约，承运人对货物的责任期限包括货物在装货港、运输途中和卸货港处于承运人掌管之下的期间。
２．就本条第１款而言，在下述期间，承运人应被视为已经掌管货物：
（ａ）自承运人从下述各方接管货物时起：
（ｉ）托运人或代其行事的人；或者
（ｉｉ）根据装货港适用的法律或规章，须将货物交其装运的当局或其他第三方。
（ｂ）直至他按下列方式交付货物之时为止：
（ｉ）将货物交付收货人；或者
（ｉｉ）如果收货人不向承运人提货，则依照合同或在卸货港适用的法律或特定商业习惯，将货物置于收货人支配之下；或者
（ｉｉｉ）根据卸货港适用的法律或规章，将货物交付所需交付的当局或其他第三方。
３．本条第１、２款所述承运人或收货人，除他们本人之外，还包括承运人或收货人的受雇人或代理人。
第５条 责任基础
１．如果引起货物的灭失、损坏或延迟交付的事故发生在第４条定义的承运人掌管货物的期间，承运人对由于货物的灭失、损坏以及延迟交付所造成的损失，应负赔偿责任，除非承运人证明，其本人及其受雇人和代理人已为避免事故的发生及其后果而采取一切所能合理要求的措施。
２．如果货物未在明确约定的时间内，或者在没有这种约定时，未在按照具体情况对一个勤勉的承运人所能合理要求的时间内，在海上运输合同规定的卸货港交付，便是延迟交货。
３．如果在本条第２款规定的交付时间届满之后连续六十天之内，尚未根据第４条要求交付货物，则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）承运人应对下列事项负赔偿责任：
（ｉ）由火灾所引起的货物灭失、损坏或延迟交付，如果索赔人证明，火灾是由于承运人、其受雇人或代理人的过失或疏忽所造成；
（ｉｉ）经索赔人证明，由于承运人、其受雇人或代理人在可能合理的要求他采取灭火以及避免或减轻其后果的一切措施方面的过失或疏忽所造成的货物的灭失、损坏或延迟交付。
（ｂ）在船上发生火灾影响货物时，如果索赔人或承运人要求，应根据航运惯例，对火灾的起因和情况进行检验，并根据要求，向索赔人和承运人提交检验人的报告。
５．关于活动物，承运人对由于这类运输所固有的任何特殊风险造成的灭失、损害或延迟交付不负赔偿责任。如果承运人证明，他是按照托运人对有关活动物所作的专门指示行事，并且证明，根据具体情况，灭失、损害或延迟交付可以归之于这种风险，便应推定灭失、损害或延迟交付系因此而造成，除非提出证明，该灭失、损害或延迟交付的全部或一部是由于承运人、其受雇人或代理人的过失或疏忽所引起。
６．除共同海损外，承运人对于海上救助人命的措施或救助财产的合理措施所引起的货物灭失、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于承运人，其受雇人或代理人的过失或疏忽连同另一原因所引起，承运人只在能归之于这种过失或疏忽所引起的灭失、损坏或延迟交付的范围内负责。但是，承运人应对不属于这种灭失、损坏或延迟交付的数额，提出证明。
第６条 责任限制
１．（ａ）按照第５条规定，承运人对于货物的灭失或损坏所造成的损失的赔偿责任，以受灭失或损坏的货物每件或每一其他装运单位相当于８３５计算单位或毛重每公斤相当于２．５计算单位的金额为限，二者之中以较高者为准。
（ｂ）按照第５条规定，承运人对延迟交付的赔偿责任，以相当于所延迟交付货物应付运费的２．５倍金额为限，但不超过海上运输合同规定的应付运费总额。
（ｃ）承运人根据本款（ａ）（ｂ）两项所应承担的总赔偿责任，在任何情况下，不超过根据本款第（ａ）项对货物全部灭失的赔偿责任所确定的责任限制。
２．按照本条第１款规定，计算其中较高的金额时，适用下列规定：
（ａ）当以集装箱、货船或类似的装运工具集装货物时，如已签发提单，则在提单中所载的，否则，在作为海上运输合同证明的其他单证中所载的，装在此种装运工具中的件数或其他装运单位数，视为货物的件数或其他装运单位数。除上述情况之外，装在此种装运工具中的货物，视为一个装运单位。
（ｂ）如果装运工具本身遭受灭失或损坏，而该装运工具非为承运人所有，或非由他以其他方式提供，应视为一个单独的装运单位。
３．计算单位是指第２６条所述的计算单位。
４．根据承运人和托运人之间的协议，可以确定高于第１款规定的责任限制。
第７条 对非合同索赔的适用
１．本公约所规定的抗辩和责任限制，适用于就海上运输合同所包含的货物灭失或损坏以及延迟交付而对承运人提起的任何诉讼，不论诉讼是根据合同还是根据侵权行为或其他原因所提起。
２．如果这种诉讼是对承运人的受雇人或代理人提起，而且该受雇人或代理人证明，他是在其受雇的范围内行事，他便有权援用承运人根据本公约有权提出的抗辩和责任限制。
３．除第８条规定者外，从承运人和本条第２款所指任何人取得的赔偿金额总数，不得超过本公约所规定的责任限制。
第８条 责任限制权利的丧失
１．如经证明，货物的灭失、损坏或延迟交付是由于承运人故意造成这一灭失、损坏或迟延交付、或是明知可能造成这一灭失、损坏或迟延交付，而轻率地采取的行为或不为所引起，承运人便无权享受第６条规定的责任限度的利益。
２．虽有第７条第２款规定，如经证明，货物的灭失、损坏或延迟交付是由于承运人的受雇人或代理人故意造成这一灭失、损坏或迟延交付、或是明知可能造成这一灭失、损坏或迟延交付，而轻率地采取的行为或不为所引起，该承运人的受雇人或代理人便无权享受第６条规定的责任限制的利益。
第９条 舱面货
１．承运人只有在依据和托运人达成的协议或该特定的贸易习惯，或为法规或规则所要求时，才有权在舱面载运货物。
２．如果承运人和托运人已经约定，应当或者可以舱面载运货物，承运人便须在提单或其他作为海上运输合同证明的单证上作此种说明。如无此种说明，承运人便须证明，已就在舱面载运货物达成协议，但承运人无权援用此种协议以对抗善意取得提单的包括收货人在内的第三方。
３．如果违反本条第１款的规定而在舱面载运货物，或者承运人不能按照本条第２款规定援用在舱面载货的协议，则虽有第５条第１款的规定，承运人对完全是由于舱面载货而造成的货物灭失或损坏以及延迟交付，应负赔偿责任。他所负责的程度，应分别按照本公约第６条或第８条的规定加以确定。
４．违反在舱内载运的明文协议而在舱面载运货物时，视为第８条所述承运人的一种行为或不为。
第１０条 承运人和实际承运人的责任
１．如已将运输或部分运输委托实际承运人履行，则不论此种委托是否根据海上运输合同规定的权利而作出，承运人仍应按照本公约规定对全部运输负责。就实际承运人履行的运输而言，承运人应对实际承运人及其在受雇的范围内行事的受雇人和代理人的行为或不为负责。
２．本公约制约承运人责任的所有规定，也适用于实际承运人对他所履行的运输的责任。如果诉讼对实际承运人的受雇人或代理人提起，则适用第７条第２款、第３款和第８条第２款的规定。
３．承运人据以承担非由本公约所规定的义务，或放弃本公约所赋予的权利的任何特别协议，只有在实际承运人以书面明确同意时，才能对实际承运人发生影响。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产生的义务或弃权的约束。
４．如果承运人和实际承运人均须负责，则在其应负责的范围内，他们负有连带责任。
５．从承运人、实际承运人及其受雇人和代理人可取得的赔偿金额总数，不超过本公约所规定的责任限制。
６．本条规定毫不妨碍承运人和实际承运人之间的追偿权利。
第１１条 联 运
１．虽有第１０条第１款各项规定，如果海上运输合同明确规定，该合同所包含的某一特定阶段的运输应由承运人以外的指定人员履行，则该合同亦可规定，就这一特定运输阶段而言，承运人对由于货物在实际承运人掌管之下发生的事故所引起的灭失，损坏或延迟交付，不负赔偿责任。但是，如果不能在按照第２１条第１款或第２款规定有管辖权的法院对实际承运人提起法律诉讼，则任何限定或免除这种责任的条款，均属无效。关于货物的灭失、损坏或延迟交付系由上述事故所引起的负责举证，由承运人承担。
２．按照第１０条第２款规定，实际承运人应对货物在其掌管期间发生的事故而引起的灭失、损坏或延迟交付负责。
第Ⅲ部分 托运人的责任
第１２条 一般规则
托运人对承运人或实际承运人所受损失或船舶所受损坏，不负赔偿责任，除非这种损失或损坏是由于托运人、托运人的受雇人或代理人的过失或疏忽所致。托运人的任何受雇人或代理人对此项损失或损坏亦不负赔偿责任，除非该损失或损坏是由他的过失或疏忽所致。
第１３条 危险货物的特殊规则
１．托运人必须以适宜的方式，在危险货物上加危险标志或标签。
２．当托运人将危险货物交与承运人或实际承运人时，托运人须将货物的危险性质和必要时所应采取的预防措施通知承运人和实际承运人。如果托运人未通知，且承运人或实际承运人未以其他方式得知其危险性质，则：
（ａ）托运人应对承运人或实际承运人因装运这类货物而造成的损失负赔偿责任；并且，
（ｂ）可以根据情况随时将该货卸下、销毁，或使之无害，而无须给予赔偿。
３．如果在运输期间是在了解其危险性质的情况下接管货物的，则任何人不得援用本条第２款的规定。
４．如果在不适用或者不得援用本条第２款（ｂ）项的规定，而危险货物对生命或财产造成实际危险时，可以根据情况需要，将其卸下、销毁，或使之无害，除有分摊共同海损义务或按第５条规定承运人负有赔偿责任外，无需给予赔偿。
第Ⅳ部分 运输单证
第１４条 提单的签发
１．当承运人或实际承运人接管货物时，承运人必须按照托运人的要求，向托运人签发提单。
２．提单可由承运人授权的人签字。经载货船舶的船长签字的提单，视为代表承运人所签。
３．提单上的签字，如不违反签发提单所在国法律，可以是手写、传真复制、打孔、盖章、使用符号或任何其他机械或电子方式。
第１５条 提单的内容
１．提单记载的事项中，必须包括下列事项：
（ａ）货物的一般性质，识别货物所需的主标志，对货物的危险性质的明确说明（如果适用），货物的件数或包数和重量或以其他方式表示的数量。上述全部资料由托运人提供。
（ｂ）货物的外表状况；
（ｃ）承运人姓名及其主要营业地；
（ｄ）托运人姓名；
（ｅ）收货人姓名，如已由托运人指定；
（ｆ）海上运输合同规定的装货港以及货物由承运人在装货港接管的日期；
（ｇ）海上运输合同规定的卸货港；
（ｈ）提单正本超过一份时的提单正本份数；
（ｉ）签发提单的地点；
（ｊ）承运人或其代表的签字；
（ｋ）收货人应付运费的金额，或者应由收货人支付运费的其他说明；
（ｌ）第２３条第３款所指的声明；
（ｍ）在适用时，货物应在或可在舱面载运的声明；
（ｎ）经双方明确协议的货物在卸货港的交付日期或期限，以及
（ｏ）依照第６条第４款规定而约定的责任限制的提高。
２．货物装船后，如果托运人要求，承运人须向托运人签发“已装船”提单。“已装船”提单除载明本条第１款所规定的事项外，还须载明货物已经装上指定的船舶和装船日期。如果承运人已在事先就此种货物签发提单或其他物权凭证，则经承运人要求，托运人须交还此种单证，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，可以修改任何事先签发的单证，而只要修改后的单证载有“已装船”提单所需载有的全部情况。
３．提单中缺少本条规定的一项或几项内容，并不影响其作为提单的法律性质，但该提单须符合第１条第７款规定的要求。
第１６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，得知或有合理根据怀疑提单中所载的有关货物的一般性质、主要标志、件数或包数、重量或数量等事项，并不能准确地表示其实际接管的货物，或者在签发“已装船”提单时，上述各项并不能准确地表示已经装船的货物，或者没有核对这些事项的合理手段，则承运人或上述其他人必须在提单中作出保留，说明这些不符之处、怀疑的根据或无合理核对手段等。
２．如果承运人或代其签发提单的其他人，未在提单中对货物的外表状况加以批注，便应视为已在提单中注明货物的外表状况良好。
３．除已就本条第１款所允许的事项在允许的范围内作出保留外：
（ａ）提单是其上所载货物由承运人接管的初步证据，或者，如签发“已装船”提单，则是由承运人将提单所列货物装船的初步证据；而且，
（ｂ）如果提单已经转让至包括善意地信赖提单中所载货物情况行事的收货人在内的第三方，则承运人提出的与此相反的证据，便不予接受。
４．如果提单未按第１５条第１款第（ｋ）项规定载明运费，或者未以其他方式表明运费由收货人支付，或未载明由收货人支付装货港发生的滞期费，则该提单便是运费或此种滞期费不是由收货人支付的初步证据。但是，当提单已被转让至包括善意地信赖未作此种记载的提单而行事的收货人在内的第三方时，承运人提出的与此相反的证据，便不予接受。
第１７条 托运人的保证
１．托运人应被视为已就其为列入提单的有关货物的一般性质、标志、件包数、重量及数量的准确性，向承运人作出保证。托运人须就由于此种事项之不准确而造成的损失，给予承运人赔偿。即使托运人已转让提单，托运人仍应负赔偿责任。承运人取得此种赔偿的权利，并不能限制其根据海上运输合同对托运人以外的任何人所负的责任。
２．托运人为就承运人或代其行事的人，未对由托运人提供以载入提单的事项或货物的外表状况作出保留而签发提单所引起的损失，而据以给予承运人赔偿的任何保函或协议，对包括受让提单的收货人在内的第三方，一概无效。
３．除非承运人或代其行事的人意图对包括信赖提单中所载货物情况的收货人在内的第三方进行欺诈，而不将本条第２款所述保留载入，此种保函或协议对托运人有效。在发生欺诈的情况下，如果未予列入的保留是关于由托运人提供以载入提单的事项，承运人便无权根据本条第１款向托运人要求赔偿。
４．在本条第３款所述意图欺诈的情况下，承运人应对包括信赖其所发提单中所载货物情况的收货人在内的第三方所受任何损失，负赔偿责任，而不能享受本公约中规定的责任限度的利益。
第１８条 提单以外的单证
如果承运人签发提单以外的单证用以证明收到交运的货物，这种单证是订立海上运输合同和该单证中所载货物由承运人接管的初步证据。
第Ⅴ部分 索赔和诉讼
第１９条 灭失、损坏或延迟交付的通知
１．除非收货人已在不迟于货物向其交付的下一工作日，将载明灭失或损坏的一般性质的灭失或损坏的通知书面送交承运人，这种交接便是承运人已按运输单证所载交付货物，或者，在未签发此种单证时，以良好状态交付货物的初步证据。
２．如果灭失或损坏不明显，则如在货物交付收货人之日以后连续十五日内未曾送交书面通知，本条第１款的规定应相应地适用。
３．如果货物的状况在其被交付收货人之时已经当事各方联合检验或检查，便无需就检验或检查时查明的灭失或损坏，送交书面通知。
４．遇有任何实际的或预料发生的灭失或损坏时，承运人和收货人须为检验和清点货物相互提供一切合理的便利。
５．除非在货物交付给收货人之日以后连续六十天之内，已将书面通知送交承运人，对因延迟交付所造成的损失，不予以赔偿。
６．如果货物已由实际承运人交付，则根据本条规定送交的任何通知，具有如同送交承运人的通知的同等效力；而送交承运人的任何通知，具有如同送交实际承运人的通知的同等效力。
７．除非承运人或实际承运人已在不迟于灭失或损坏发生之后，或依照第４条第２款在货物交付之后（以较迟者为准）连续九十天之内，将载明灭失或损坏的一般性质的灭失或损坏通知，书面送交托运人，否则，未送交此种通知便是承运人或实际承运人并未由于托运人、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，将通知送交代表承运人或实际承运人行事的人，包括船长或该船主管人员，或已送交代表托运人行事的人，视为已经分别送交承运人、实际承运人或托运人。
第２０条 诉讼时效
１．如果在两年之内未提起法律诉讼或仲裁，根据本公约的有关货物运输的任何诉讼，即失去时效。
２．时效期限自承运人交付货物或交付部分货物之日，或者，在未交付货物时，则自应交付货物的最后一日起算。
３．时效期限起算的当日，不包括在期限之内。
４．被要求赔偿的人，可在时效期限之内的任何时间向索赔人提出书面声明，延长时效期限。该期限可以通过再次声明而进一步延长。
５．负有赔偿责任的人提起的追偿诉讼，如果是在诉讼所在国法律所许可的时间之内提起，即使是在上述各款规定的时效期限届满之后，亦可提起。但是，所许可的时间，自提起此种诉讼的人已经解决索赔，或已接到向其本人送交的起诉传票之日起算，不得少于九十天。
第２１条 管辖权
１．在根据本公约的有关货物运输的法律诉讼中，原告可以根据法院所在国家的法律，自行选定在有权进行管辖，而且是在其管辖范围之内的下列地点之一的法院提起诉讼：
（ａ）被告的主要营业所，或者，在无主要营业所时，则为其通常住所；或者
（ｂ）合同订立地，而且合同通过被告在该地的营业所、分支或代理机构订立；或者
（ｃ）装货港或卸货港；或者
（ｄ）海上运输合同中为此目的而指定的任何其他地点。
２．（ａ）虽有本条前述规定，如果载货船舶或属于同一船舶所有人的任何其他船舶，在某一缔约国的任何港口或地点依照该国的法律或国际法中适用的规则被扣押，诉讼便可向该港口或地点所在法院提起。但是，在这种情况下，经被告请求，索赔人须将诉讼转移至其在本条第１款规定的有管辖权的某一法院，以解决索赔。但在诉讼转移之前，被告必须提供充分的担保，以偿付日后可能判归索赔人的赔偿金额。
（ｂ）一切有关担保是否充分等问题，应由扣船港口或地点的法院确定。
３．根据本公约而提起的有关货物运输的任何法律诉讼，不得在本条第１或２款未规定的地点提出。本款上述规定并不构成对缔约国采取临时性或保护性措施的管辖权的妨碍。
４．（ａ）如已向根据本条第１款或第２款有管辖权的法院提起诉讼，或已由此种法院作出判决，则除非受理第一次诉讼的法院的判决不能在提起新的诉讼的国家执行，相同当事人之间不得以同样理由提起新的诉讼。
（ｂ）就本条而言，为了求得判决的执行而采取的措施，不视为提起新的诉讼。
（ｃ）就本条而言，诉讼转移至同一国家的另一法院，或者依照本条第２款第（ａ）项转移至另一国家的法院，不视为提起新的诉讼。
５．虽有上述各款规定，在根据海上运输合同提出索赔之后，当事各方达成的关于索赔人可以提起诉讼地点的协议，仍属有效。
第２２条 仲 裁
１．根据本条规定，当事各方可用以书面证明的协议规定，有关按本公约运输货物所发生的争议，都应提交仲裁。
２．如果租船合同中载有应将该租船合同所引起的争议提交仲裁的条款，而根据租船合同签发的提单并未载有一项特别注解，规定该条款对提单持有人具有约束力，则承运人不得援用该条款以对抗善意地取得提单的人。
３．经索赔人选择，仲裁可在下列地点之一提起：
（ａ）一个国家的某一地方，而在该国境内设有：
（ｉ）被告的主要营业所，或者，如无主要营业所，其通常住所；或者
（ｉｉ）合同订立地，且合同是通过被告在该地的营业所、分支或代理机构订立；或者
（ｉｉｉ）装货港或卸货港；或者
（ｂ）仲裁条款或协议中为此目的而指定的任何地点。
４．仲裁员或仲裁庭应当适用本公约各项规则。
５．本条第３款、第４款的规定，视为每一仲裁条款或协议的一部分；仲裁条款或协议中凡是与此相抵触的任何规定，概属无效。
６．本条规定，不影响当事各方在根据海上运输合同产生索赔之后订立的有关仲裁协议的效力。
第Ⅵ部分 补充规定
第２３条 合同条款
１．海上运输合同中或提单或作为海上运输合同证明的任何其他单证中的任何条款，在其直接或间接背离本公约规定的范围内，概属无效。此种条款之无效，并不影响以其作为部分内容的该合同或单证的其他规定的效力。将货物的保险利益转让予承运人的条款，或任何类似条款，概属无效。
２．虽有本条第１款的规定，承运人仍可增加其根据本公约所承担的责任和义务。
３．在签发提单或作为海上运输合同证明的任何其他单证时，其中必须载有一项声明，说明该运输应受本公约各项规定的约束，凡是与此相背离的有损于托运人或收货人的条款，概属无效。
４．如果有关货物的索赔人由于根据本条而无效的条款，或由于未载有本条第３款所述声明而遭受损失，则承运人必须按照本公约规定，就货物的灭失或损坏以及延迟交付，在赔偿索赔人所需限度之内，支付赔偿金。此外，承运人还须赔偿索赔人为行使其权利而发生的费用。但援用上述规定而发生的诉讼费用，应根据诉讼所在国法律确定。
第２４条 共同海损
１．本公约中的任何规定，不妨碍海上运输合同或国内法中有关共同海损理算的规定的适用。
２．除第２０条外，本公约关于承运人对于货物的灭失或损坏的责任的规定，也确定收货人可否拒绝分摊共同海损，以及承运人就收货人所作的任何此项分摊或所付的任何救助费用而给予收货人赔偿的责任。
第２５条 其他公约
１．本公约并不改变有关海船所有人责任限制的国际公约或国内法中规定的承运人、实际承运人及其受雇人或代理人的权利或义务。
２．本公约第２１条及第２１条各项规定，并不妨碍在上述条款所涉及的问题上适用在本公约生效之日已经生效的多边公约的强制性条款，但须以争议完全发生在其主要营业所位于此种其他公约的缔约国之间为条件。但是，本款规定并不影响本公约第２２条第４款的适用。
３．对于核事故引起的损害，如果核装置的经营人员根据下述情况而对此种损害负责，则不应根据本公约规定产生责任：
（ａ）根据１９６４年１月２８日补充议定书修订的１９６０年７月２９日《核能领域第三方责任的巴黎公约》，或者根据１９６３年５月２１日《核损害民事责任的维也纳公约》；或者
（ｂ）根据对这种损害的责任加以规定的国内法，如果这种法律在各方面和《巴黎公约》或《维也纳公约》同样有利于可能遭受损害的人。
４．对于按照有关海上运送旅客及其行李的国际公约或国内法，由承运人负责的行李的灭失、损坏或延迟交付，不应根据本公约规定产生责任。
５．本公约各项规定，并不妨碍缔约国适用任何其他在本公约生效之日已经生效、并且强制适用于其主要运输方式不是海运的货物运输合同的公约。本款规定也适用于随后对此种国际公约的修订或修正。
第２６条 计算单位
１．本公约第６条所述计算单位，系国际货币基金组织规定的特别提款权。第６条所述金额，应按判决之日或当事人协议之日该国货币价值，折成该国货币。凡属国际货币基金组织成员国的本公约缔约国，其以特别提款权表示的本国货币价值，应按国际货币基金组织在上述日期进行营业和交易中适用的现行定值办法计算。非属国际货币基金组织成员国的本公约缔约国，其以特别提款权表示的本国货币价值，应按该国确定的方式计算。
２．但是，非属国际货币基金组织成员国，且其法律又不允许适用本条第１款规定的国家，可在其签字或批准、接受、认可或加入时，或在其后任何时间提出声明，在其境内将适用的本公约规定的责任限制确定为每件或每一其他装运单位为１２５００货币单位，或按该货毛重计算，为每公斤３７．５货币单位。
３．本条第２款所述货币单位，相当于纯度为千分之九百的黄金６５．５毫克。将第２款所述金额折算为国家货币时，应按该国法律规定进行。
４．在进行本条第１款最后一句所述的计算，和本条第３款所述的折算时，其方式应使第６条所述金额在以缔约国本国货币表示时，尽可能具有与这一金额以计算单位表示时的相同真实价值。缔约国须视情况将按本条第１款规定所采用的计算方式或本条第３款所述折算结果，在签字或交存其批准、接受、认可或加入文件，或按本条第２款规定作出选择时，以及计算方式或折算结果发生变动时，通知本公约保管人。
第Ⅶ部分 最后条款
第２７条 保管人
兹指定联合国秘书长为本公约保管人。
第２８条 签字、批准、接受、认可、加入
１．本公约１９７９年４月３０日以前，在纽约联合国总部对所有国家开放供签字。
２．本公约须经签字国批准、接受或认可。
３．１９７９年４月３０日以后，本公约应对所有非签字国的国家开放供加入。
４．批准、接受、认可和加入文件交存联合国秘书长。
第２９条 保 留
对本公约不得作出保留。
第３０条 生 效
１．本公约自第二十份批准、接受、认可或加入书交存之日起满一年后的次月第一日起生效。
２．对于在第二十份批准、接受、认可或加入书交存之日以后成为本公约缔约国的每一国家，本公约自该国交存适当的文件满一年后的次月第一日起生效。
３．每一缔约国应将本公约各项规定适用于在本公约对该国生效之日或其后签订的海上运输合同。
第３１条 退出其他公约
１．凡是１９２４年８月２５日在布鲁塞尔签订的统一提单某些规则的国际公约（１９２４年公约）的任何缔约国，在其成为本公约缔约国时，必须通知１９２４年公约的保管人——比利时政府退出该公约的声明，声明此种退出自本公约对该国生效之日起生效。
２．本公约按第２０条第１款生效时，本公约的保管人须将生效日期和本公约对之生效的缔约国名单，通知１９２４年公约的保管人——比利时政府。
３．本条第１款及第２款，相应地适用于１９６８年２月２３日签订的、修正１９２４年８月２５日在布鲁塞尔签订的统一提单某些规则的国际公约的议定书的参加国。
４．虽有本公约第２条规定，就本条第１款而言，缔约国如果认为必要，可以推迟对１９２４年公约和经１９６８年议定书修正的１９２４年公约的退出，推迟期限自本公约生效时起最多为五年。对此，该缔约国应将其意图通知比利时政府。在此过渡时期，该缔约国须对其他缔约国适用本公约，而不得适用任何其他公约。
第３２条 修订和修正
１．经不少于三分之一的本公约缔约国要求，保管人应召开缔约国会议，修订或修正本公约。
２．凡在本公约修正案生效后交存的任何批准、接受、认可或加入文件，视为适用于经修订或修正的本公约。
第３３条 对责任限额和计算单位或货币单位的修订
１．虽有第３２条规定，仅为了变更第６条和第２６条第２款规定的金额，或者用其他单位代替第２６条第１款和第３款规定的两个单位或其中之一而召开的会议，应由保管人根据本条第２款召集。只有由于真实价值发生重大变化时，才应对金额作出变更。
２．经不少于四分之一缔约国要求，保管人应召开修订会议。
３．会议的任何决定须由会议参加国的三分之二多数作出。修正案应由保管人通知所有缔约国，以便接受，并应通报所有签字国周知。
４．会议通过的任何修正案，应于三分之二缔约国接受后一年的次月第一日起生效。接受修正案时，应将接受的正式文件交保管人保存。
５．修正案生效后，接受该修正案的缔约国，对于在修正案通过后六个月内未就其不受该修正案约束一事通知保管人的其他缔约国，有权适用经修正的本公约。
６．凡在本公约修正案生效后交存的任何批准、接受、认可或加入书，应视为适用经修正的本公约。
第３４条 退 出
１．缔约国可在任何时候向保管人送交书面通知，退出本公约。
２．此种退出自保管人收到通知满一年后的次月第一日起生效。如在通知中规定较长时间，则退出本公约应自保管人收到通知后的这一较长期间届满时起生效。
１９７８年３月３１日订于汉堡，正本共一份，其阿拉伯文、中文、英文、法文、俄文、西班牙文文本具有同等效力。
下列署名的各全权代表，经正式授权，签署本公约，以昭信守。
附件 联合国海上货物运输会议通过的共同谅解
现经共同谅解，承运人根据本公约所承担的责任，以推定过失或疏忽的原则为基础，意即作为一条原则，应由承运人负举证之责。但在某些情况下，本公约的规定对这一原则作了改变。
附件 联合国海上货物运输会议通过的决议
联合国海上货物运输会议，
以感谢的心情注意到德意志联邦共和国盛情邀请在汉堡召开本次会议，
注意到德意志联邦共和国政府和汉堡自由汉萨市为会议提供的便利，以及对与会者的盛情款待，对会议的成功颇多助益，
特对德意志联邦共和国政府和人民表示感谢。
已根据联合国贸易和发展会议要求，在联合国国际贸易法委员会草拟的公约草案基础上通过了海上货物运输公约，
对联合国国际贸易法委员会和联合国贸易和发展会议在海上货物运输法规的简化和协调方面作出的卓越贡献，表示感谢。
决定将会议通过的公约命名为《１９７８年联合国海上货物运输公约》，
建议公约中所载规定称为“汉堡规则”。




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

Whole document
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 para. 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 para. 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 paras. 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 Art. 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 Art. 4
within 60 consecutive days following the expiry of the time for delivery
according to para. 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 t 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 have resulted from the fault or neglect of the
carrier, his servants or agent in taking all measures that could
reasonably be required to put out the fire a 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.

Article 6. Limits of liability
1. (a) The liability of the carries for loss resulting from loss of or
damage to goods according to the provisions of Art. 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 Art. 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 subparas. (a) and (b) of this paragraph, exceed the limitation which
would be established under subpara. (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 para. 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 Art. 26.
4. By agreement between the carrier and the shipper, limits of
liability exceeding those provided for in para. 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 Art. 8, the aggregate of the amounts
recoverable from the carrier and from any persons referred to in para. 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 Art. 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 para. 2 of Art. 7, a servant or
agent of the carrier is not entitled to the benefit of the limitation of
liability provided for in Art. 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 para. 1 of this Article or where the carrier may not under
para. 2 of this Article invoke an agreement for carriage on deck, the
carrier, notwithstanding the provisions of para. 1 of Art. 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 Art. 6
or Art. 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 Art. 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 paras. 2 and 3 of Art. 7
and of para. 2 of Art. 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 para. 1 of Art. 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 paras. 1 or 2 of Art. 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 para. 2 of Art. 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.

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 para. 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 para. 2, subpara. (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 Art. 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 any other
mechanical or electronic means, if not inconsistent with the law of the
country where the Bill of Lading is issued.

Article 15. Contents of Bill of 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 para. 3 of Art. 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 para. 4 of Art. 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 para. 1 of this
Article, must state that the goods are on board a named ship or ships, and
the date or dates or loading. If the carrier has previously issued to the
shipper a Bill of Lading or other document of title with respect to any of
such goods, on request of the carrier, the shipper must surrender such
document in exchange for a "shipped" Bill of Lading. The carrier may amend
any previously issued document in order to meet the 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 para. 7 of Art. 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 para. 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 para. 1, subpara.
(k) of Art. 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 r