１９８０年联合国国际货物多式联运公约(附英文)

【时效性】 有效
【签订地点】 日内瓦
【签订日期】 1980/05/24
【生效日期】
【失效日期】
【内容分类】 海事
【有效期限】
【题注】
【正文】
简介
本公约于１９８０年５月２４日在日内瓦召开的由８４个联合国贸易和发展会议成员国参加的国际多式联运会议上通过，尚未生效。参加本公约的国家有：智利、马拉维、墨西哥、卢旺达、塞内加尔、赞比亚等。
本公约各缔约国，
认识到：
（ａ）国际多式联运是促进世界贸易有秩序地扩展的途径之一；
（ｂ）有必要鼓励发展平稳、经济、高效的多式联运服务，使能满足有关贸易的要求；
（ｃ）需要为所有国家的利益，保证国际多式联运有秩序地发展，并有必要考虑到过境国家的特殊问题；
（ｄ）需要决定有关国际货物多式联运合同的某些规则，包括关于多式联运经营人赔偿责任的公正条款；
（ｅ）有必要使本公约不影响有关管理和控制运输业务的任何国际公约或国家法律的适用；
（ｆ）每个国家有权在国家一级水平上管理和控制多式联运经营人和多式联运业务；
（ｇ）有必要考虑发展中国家的特殊利益和问题，例如：引进新技术，其本国的承运人和经营人参加多式联运，以及这样做的经济效益，尽量利用当地的劳动力和保险；
（ｈ）有必要保证多式联运服务的提供者和使用者之间的利益均衡；
（ｉ）有必要便利海关手续，适当考虑到过境国家的问题；
同意下列基本原则：
（ａ）在国际多式联运中，发达国家和发展中国家的利益应当保持均衡，发达国家和发展中国家之间的活动应进行公平分配；
（ｂ）在引进货物多式联运的新技术之前和之后，多式联运经营人、托运人、托运人组织和各国有关当局应就运输的条款和条件进行协商；
（ｃ）托运人有权自由选择多式联运或分段运输；
（ｄ）本公约规定的多式联运经营人的赔偿责任应以推定过失或疏忽原则为基础；
决定为此目的缔结一公约，并协议如下：
第Ｉ部分 总 则
第１条 定 义
本公约中：
１．“国际多式联运”是指按照多式联运合同，以至少两种不同的运输方式，由多式联运经营人将货物从一国境内接管货物的地点运至另一国境内指定交付货物的地点。为履行单一方式运输合同而进行的该合同所规定的货物接交业务，不应视为国际多式联运。
２．“多式联运经营人”是指其本人或通过其代其行事的他人订立多式联运合同的任何人，他是委托人，而不是发货人的代理人和参加多式联运的承运人的代理人或代表他们行事，他承担履行合同的责任。
３．“多式联运合同”是指多式联运经营人凭以收取运费、负责履行或实现履行国际多式联运的合同。
４．“多式联运单证”是指证明多式联运合同和多式联运经营人接管货物并保证按照该合同条款交付货物的单证。
５．“发货人”是指其本人、或以其名义、或其代表同多式联运经营人订立多式联运合同的任何人，或指其本人、或以其名义、或其代表将货物实际交给多式联运经营人的任何人。
６．“收货人”是指有权提取货物的人。
７．“货物”包括由发货人提供的任何集装箱、货盘或类似的装运工具或包装。
８．“国际公约”是指各国之间用书面签订，并受国际法制约的国际协议。
９．“强制性国家法律”是指任何有关货物运输的制定法，其规定不得用合同条款加以改变而不利于发货人。
１０．“书面”包括电报或电传。
第２条 适用范围
本公约的各项规定适用于两国境内各地之间的所有多式联运合同，如果：
（ａ）多式联运合同规定的多式联运经营人接管货物的地点是在一个缔约国境内；或者，
（ｂ）多式联运合同规定的多式联运经营人交付货物的地点是在一个缔约国境内。
第３条 强制适用
１．根据第２条，受本公约制约的多式联运合同一经签订，本公约各项规定即强制适用于此种合同。
２．本公约的任何规定不得影响发货人在多式联运和分段运输之间进行选择的权利。
第４条 多式联运的管理和控制
１．本公约不得影响任何国际公约或国家法律中有关运输业务的管理和控制的适用，或与之相抵触。
２．本公约不得影响各国在国家一级水平上管理和控制多式联运业务和多式联运经营人的权利，包括就下列事项采取措施的权利：多式联运经营人、托运人、托运人组织以及各国有关当局之间就运输条件，特别是在引用新技术，开始新的运输业务之前，进行协商；颁发多式联运经营人的许可证；参加运输；为了本国的经济和商业利益而采取一切其他措施。
３．多式联运经营人应遵守其营业所在国所适用的法律和本公约的规定。
第Ⅱ部分 单 证
第５条 多式联运单证的签发
１．多式联运经营人接管货物时，应签发一多式联运单证。该单证应依发货人的选择，或为可转让单证，或为不可转让单证。
２．多式联运单证应由多式联运经营人或经其授权的人签字。
３．多式联运单证上的签字，如不违背签发多式联运单据所在国的法律，可以是手签、传真印制、打透花字、盖章、符号、或用任何其他机械或电子仪器打出。
４．经发货人同意，可以用任何机械或其他保存第８条所述的多式联运单证应列明的事项的方式，签发不可转让的多式联运单证。在这种情况下，多式联运经营人在接管货物后，应交给发货人一份可以阅读的单证，载有用此种方式记录的所有事项。就本公约而言，此种单证应视为多式联运单证。
第６条 可转让的多式联运单证
１．多式联运单证以可转让的方式签发时：
（ａ）应列明按指示或向持有人交付；
（ｂ）如列明按指示交付，经背书后转让；
（ｃ）如列明向持票人交付，无须背书即可转让；
（ｄ）如签发一套一份以上的正本，应注明正本份数；
（ｅ）如签发任何副本，每份副本均应注明“不可转让的副本”字样。
２．只有交出可转让的多式联运单证，并在必要时经正式背书，才能向多式联运经营人或其代为行事的人要求交付货物。
３．如果所签发的、可转让的多式联运单证在一套中含一份以上正本，多式联运经营人或代其行事的人善意地凭其中一份正本交货后，该多式联运经营人便已履行其交货义务。
第７条 不可转让的多式联运单证
１．多式联运单证以不可转让的方式签发时，应指明记名的收货人。
２．多式联运经营人将货物交给此种不可转让的多式联运单证所指明的记名收货人或经收货人正式指定的其他人后，该多式联运经营人即已履行其交货责任。此种指定原则上应当是书面的。
第８条 多式联运单证的内容
１．多式联运单证应当载明下列事项：
（ａ）货物品类、识别货物所必需的主要标志、对危险货物的危险特性的明确声明、包数或件数、货物的毛重或以其他方式表示的数量，所有这些事项由发货人提供；
（ｂ）货物外表状况；
（ｃ）多式联运经营人的名称和主要营业地；
（ｄ）发货人名称；
（ｅ）收货人的名称，如已由发货人指定；
（ｆ）多式联运经营人接管货物的地点和日期；
（ｇ）交货地点；
（ｈ）在交付地点交货的日期或期间，如双方有明确协议；
（ｉ）表示该多式联运单证为可转让或不可转让的声明；
（ｊ）多式联运单证的签发地点和日期；
（ｋ）多式联运经营人或经其授权的人的签字；
（ｌ）如双方有明确协议，每种运输方式的运费，或者应由收货人支付的运费，包括用以支付的货币，或者关于运费由收货人支付的其他说明；
（ｍ）预期经过的路线、运输方式和转运地点，如在签发多式联运单证时已经确知；
（ｎ）第２８条第３款所指的声明；
（ｏ）如不违背多式联运单证签发的国家的法律，双方同意列入多式联运单证的任何其他事项。
２．多式联运单证缺少本条１款所指事项中的一项或数项，并不影响该单证作为多式联运单证的法律性质，但该单证必须符合第１条第４款规定的要求。
第９条 多式联运单证中的保留
１．如果多式联运经营人或其代其行事的人知道、或有合理的根据怀疑，多式联运单证所列货物的品类、主要标志、包数和件数、重量或数量事项不能准确地表明实际接管的货物，或无适当方法进行核对，则该多式联运经营人或其代其行事的人应在多式联运单证上作出保留，注明不符之处、怀疑的根据、或无适当的核对方法。
２．如果多式联运经营人或代其行事的人未在多式联运单证上对货物的外表状况加以批注，则应视为他已在多式联运单证上注明货物的外表状况良好。
第１０条 多式联运单证的证据效力
如果已对第９条准许保留的事项作出保留，则除其保留的部分之外；
（ａ）多式联运单证应是该单证所载明的货物由多式联运经营人接管的初步证据；
（ｂ）如果多式联运单证以可转让的方式签发，而且转让给善意信赖该单证所载明的货物状况的、包括收货人在内的第三方，则多式联运经营人提出的相反的证据不予接受。
第１１条 有意谎报或漏报的赔偿责任
如果多式联运经营人意图诈骗，在多式联运单证上列入有关货物的不实资料，或漏列第８条第１款（ａ）项或（ｂ）项或第９条规定应载明的任何资料，则须赔偿包括收货人在内的第三方因信赖该多式联运单证所载明的货物状况行事而遭受的任何损失、损坏或费用，且不得享有本公约规定的赔偿责任限制。
第１２条 发货人的保证
１．多式联运经营人接管货物时，发货人应视为已向多式联运经营人保证，他在多式联运单证中所提供的有关货物品类、标志、件数、重量和数量、危险货物的危险特性等事项，准确无误。
２．发货人必须赔偿多式联运经营人因本条第１款所指各事项的不准确或不当而造成的损失。即使发货人已将多式联运单证转让，仍须负责赔偿责任。多式联运经营人的这种获取赔偿的权利，并不限制他按照多式联运合同对发货人以外的其他任何人应负的赔偿责任。
第１３条 其他单证
多式联运单证的签发，并不排除必要时按照适用的国际公约或国家法律签发同国际多式联运的运输或其他服务有关的其他单证。但是签发此种其他单证不得影响多式联运单证的法律性质。
第Ⅲ部分 多式联运经营人的赔偿责任
第１４条 责任期间
１．根据本公约，多式联运经营人对货物的责任期间，自其接管货物之时起到交付货物时为止。
２．就本条而言，在下述期间，货物视为在多式联运经营人掌管之下；
（ａ）自多式联运经营人从下列一方接管货物之时起：
（ｉ）发货人或代其行事的人；或者
（ｉｉ）根据接管货物地点适用的法律或规章，货物必须交付运输的当局或其他第
三方；
（ｂ）直到他以下列方式交付货物时为止：
（ｉ）将货物交给收货人；或者
（ｉｉ）如果收货人不向多式联运经营人提取货物，则按照多式联运合同或按照交
货地点适用的法律或特定行业惯例，将货物置于收货人支配之下；或者
（ｉｉｉ）根据交货地点适用的法律或规章，将货物交给必须向其交付的当局或其他
第三方。
３．本条第１款和第２款所指的多式联运经营人，包括他的受雇人、代理人或为履行多式联运合同而使用其服务的任何其他人；所指的发货人和收货人，也包括他们的受雇人或代理人。
第１５条 多式联运经营人为其受雇人、代理人和其他人所负的赔偿责任
除第２１条另有规定外，多式联运经营人应对其受雇人或代理人在其受雇范围内行事时的行为或不行为负赔偿责任，或对他为履行多式联运合同而使用其服务的任何其他人在履行合同的范围内行事时的行为或不行为负赔偿责任，如同他本人的行为或不行为一样。
第１６条 赔偿责任基础
１．如果造成灭失、损坏或迟延交货的事故发生于第１４条所规定的货物由多式联运经营人掌管的期间，多式联运经营人对于货物的灭失、损坏和迟延交付所引起的损失，应负赔偿责任，除非多式联运经营人证明其本人、受雇人或代理人、或第１５条所指的其他任何人为避免事故的发生及其后果已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交付，或者如无此种协议，未在按照具体情况对一个勤勉的多式联运经营人所能合理要求的时间内交付，即为迟延交货。
３．如果货物未在按照本条第２款确定的交货日期届满后连续九十日内交付，索赔人即可认为货物已经灭失。
第１７条 同时发生的原因
如果货物的灭失、损失或迟延交付是由于多式联运经营人、其受雇人或代理人或第１５条所指的任何其他人的过失或疏忽与另一原因结合而产生，多式联运经营人仅在灭失、损坏或迟延交货可以归因于此种过失或疏忽的限度内负赔偿责任，但多式联运经营人必须证明不能归因于此种过失或疏忽的灭失、损坏或迟延交货的部分。
第１８条 赔偿责任限制
１．如果多式联运经营人根据第１６条对货物的灭失或损坏造成的损失负赔偿责任，其赔偿责任以灭失或损坏的货物的每件或其他货运单位计不得超过９２０计算单位的数额，或按毛重每公斤计不得超过２．７５计算单位的数额，以较高者为准。
２．根据本条第１款计算较高限额时，适用下列原则：
（ａ）如果货物是用集装箱、货盘或类似的装运工具集装，多式联运单证载明装在这种装运工具中的件数或货运单位数，应视为计算限额的件数或货运单位数。否则，这种装运工具中的货物应视为一个货运单位。
（ｂ）如果装运工具本身灭失或损坏，而该装运工具并非由多式联运经营人所有或提供，则应视为一个单独的货运单位。
３．虽有本条第１款和第２款的规定，国际多式联运如果根据合同不包括海上或内河运输，则多式联运经营人的赔偿责任按灭失或损坏货物毛重每公斤不得超过８．３３计算单位的数额为限。
４．多式联运经营人根据第１６条的规定对迟延交货造成损失所负的赔偿责任限额，以相当于迟延交付货物应付运费的２．５倍的数额为限，但不得超过多式联运合同规定的应付运费的总额。
５．根据本条第１款和第４款或第３款和第４款的规定，多式联运经营人赔偿责任的总和不得超过本条第１款或第３款所确定的货物全部灭失的赔偿责任限额。
６．经多式联运经营人和发货人之间协议，多式联运单证中可规定超过本条第１款、第３款和第４款所规定的赔偿限额。
７．“计算单位”是指第３１条所述的计算单位。
第１９条 发生区段确定的货损
如果货物的灭失或损坏发生于多式联运的某一特定区段，而对这一区段适用的一项国际公约或强制性国家法律规定的赔偿限额高于适用第１８条第１款至第３款所得出的赔偿限额，则多式联运经营人对这种灭失或损坏的赔偿限额，应按该公约或强制性国家法律予以确定。
第２０条 非合同赔偿责任
１．本公约规定的抗辩和赔偿责任限制，应适用于因货物灭失、损坏或迟延交付造成损失而对多式联运经营人提起的任何诉讼，不论这诉讼是以合同、侵权行为或其他为根据。
２．如果有关货物灭失、损坏或迟延交付造成损失的诉讼是对多式联运经营人的受雇人或代理人、或对联运人为履行多式联运合同而使用其服务的其他人提起，该受雇人或代理人如能证明他是在受雇范围内行事，该其他人如能证明他是在履行合同的范围内行事，则该受雇人、代理人或其他人应有权援用多式联运经营人按本公约有权援用的抗辩和赔偿责任限制。
３．除按第２１条的规定外，从多式联运经营人、受雇人、代理人或为履行多式联运合同而使用其服务的其他人那里可得到的赔偿总额，不得超过本公约所规定的赔偿限额。
第２１条 赔偿责任限制权利的丧失
１．如经证明，货物的灭失、损坏或迟延交付是由于多式联运经营人有意造成或明知可能造成而轻率的行为或不为所引起，则多式联运经营人无权享受本公约所规定的赔偿责任限制的利益。
２．虽有第２０条第２款的规定，如经证明，货物的灭失、损坏或迟延交付是由于多式联运经营人的受雇人、或代理人、或为履行多式联运合同而使用其服务的其他人有意造成或明知可能造成而轻率的行为或不为所引起，则该受雇人、代理人或其他人无权享受本公约所规定的赔偿责任限制的利益。
第Ⅳ部分 发货人的赔偿责任
第２２条 通 则
如果多式联运经营人遭受的损失是由于发货人的过失或疏忽、或者他的受雇人或代理人在其受雇范围内行事时的过失或疏忽所造成，发货人对这种损失应负赔偿责任。如果损失是由于发货人的受雇人或代理人本身的过失或疏忽所造成，该受雇人或代理人对这种损失应负赔偿责任。
第２３条 危险货物的特殊规则
１．发货人应以适当的方式在危险货物上加危险标志或标签。
２．发货人将危险货物交给多式联运经营人或其任何代其行事的人时，应告知货物的危险特性，必要时并告知应采取的预防措施。如果发货人未作此种告知，并且多式联运经营人又没有以其他方式知道货物的危险特性，则：
（ａ）发货人对多式联运经营人由于载运这种货物而遭受的一切损失应负赔偿责任；
（ｂ）视情况需要，该货物可随时被卸下、销毁或使其无害而无须给予赔偿。
３．任何人如果在多式联运期间接管货物时已得知货物的危险特性，则不得援用本条第２款的规定。
４．如果本条第２款（ｂ）项的规定不适用或不得援用，并且危险货物对生命或财产造成实际危险，视情况需要，该货物可被卸下、销毁或使其无害，除有分摊共同海损的义务、或根据第１６条的规定多式联运经营人应负赔偿责任之外，无须给予赔偿。
第Ⅴ部分 索赔和诉讼
第２４条 灭失、损坏或迟延交货的通知
１．除非收货人在不迟于货物交给他的次一工作日，将说明灭失或损坏的一般性质的灭失或损坏的通知，书面送交多式联运经营人，否则，此种交付即为多式联运经营人交付多式联运单证所载明的货物的初步证据。
２．在灭失或损坏不明显时，如果在货物交付收货人之日后连续六日内未提交书面通知，则本条第１款的规定相应适用。
３．如果货物的状况在交付收货人时已经当事各方或其授权的代表在交货地点联合调查或检验，则无须就调查或检验所证实的灭失或损坏送交书面通知。
４．遇有任何实际的或预料的灭失或损坏时，多式联运经营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．除非在货物交付收货人之日后连续六十日内，或者在收货人得到通知，货物已按照第１４条第２款（ｂ）（ｉｉ）或（ｉｉｉ）项的规定交付之日后连续六十日内，向多式联运经营人送交书面通知，否则，对迟延交货所造成的损失无须给予赔偿。
６．多式联运经营人应不迟于在灭失或损坏的事故发生后连续九十日内，或在按照第１４条第２款（ｂ）项的规定交付货物后连续九十日内（以较迟者为准），将说明此种灭失或损坏的一般性质的灭失或损坏书面通知送交发货人。未送交这种通知，即为多式联运经营人未由于发货人、其受雇人或代理人的过失或疏忽而遭受任何灭失或损害的初步证据。
７．如果本条第２款、第５款和第６款中规定的通知期限最后一日在交货地点不是工作日，则该期限应延长至次一工作日为止。
８．就本条而言，向代表多式联运经营人行事的人，包括他在交货地点使用为其服务的人，或者向代表发货人行事的人送交通知，应分别视为向多式联运经营人或发货人送交通知。
第２５条 诉讼时效
１．根据本公约有关国际多式联运的任何诉讼，如果在两年期间内没有提起诉讼或交付仲裁，即失去时效。但是，如果在货物交付之日后六个月内，或者，如果货物未能交付，在本应付之日后六个月内，没有提出说明索赔的性质和主要事项的书面索赔通知，则在此期限届满后即失去诉讼时效。
２．时效期间自多式联运经营人交付货物或部分货物之日的次日起算，或者如果货物未交付，则自货物本应交付的最后一日的次日起算。
３．接到索赔要求的人可在时效期间的任何时候向索赔人提出延长时效期间的书面声明。此种期间可通过另一次声明或多次声明，再度延长。
４．如果另一适用的国际公约没有相反规定，根据本公约被认定负有赔偿责任的人，即使在上述各款规定的时效期间届满后，仍可在起诉地国家法律所许可的期限内提起追偿诉讼，但所许可的限期，自提起此种追偿诉讼的人已解决对其提出的索赔，或在对其本人的诉讼中接到诉讼传票之日起算，不得少于九十日。
第２６条 管 辖
１．原告可在他选择的法院根据本公约提起有关国际多式联运的诉讼，如果该法院按其所在国法律规定有权管辖，而且下列地点之一是在其管辖之范围内：
（ａ）被告主要营业地，或者，如无主要营业所，被告的习惯住所地；或者，
（ｂ）订立多式联运合同的地点，而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，
（ｃ）为国际多式联运接管货物的地点或交付货物的地点；或者，
（ｄ）多式联运合同中为此目的所指定的并在多式联运单证中载明的任何其他地点。
２．根据本公约有关国际多式联运的任何诉讼程序均不得在本条第１款所没有规定的地点进行。本条各款并不妨碍各缔约国对于临时性或保护性措施的管辖权。
３．虽有本条上述各项规定，如果当事双方在索赔发生之后达成协议，指定原告可以提起诉讼的地点，该协议有效。
４．（ａ）如果已根据本条规定提起诉讼，或者该诉讼中已作出判决，原当事人之间不得就同一理由提起新的诉讼，除非第一诉讼的判决不能在提起新诉讼的国家中执行。
（ｂ）就本条而言，凡为使判决得以执行而采取措施，或者在同一国内将一诉讼转移到另一法院，都不得视为提起新诉讼。
第２７条 仲 裁
１．按照本条的各项规定，当事人可用书面载明的协议，规定将根据本公约发生的有关国际多式联运的任何争议提交仲裁。
２．仲裁应依索赔人的选择，在下列地点之一提起：
（ａ）下列各地所在国中的任一地点：
（ｉ）被告的主要营业所，或者，如无主要营业地，则被告的习惯住所地；或者，
（ｉｉ）订立多式联运合同的地点，而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）为国际多式联运接管货物的地点或交付货物的地点；或者，
（ｂ）仲裁条款或协议中为此目的所指定的任何其他地点。
３．仲裁员或仲裁法庭应适用本公约的各项规定。
４．本条款第２款和第３款的规定应视为每一仲裁条款或协议的部分，仲裁条款或协议中与之相抵触的任何规定，概属无效。
５．本条规定不影响当事人在有关国际多式联运的索赔发生之后订立的仲裁协议的效力。
第Ⅵ部分 补充规定
第２８条 合同条款
１．多式联运合同或多式联运单证中的任何条款，如果直接或间接背离本公约的规定，概属无效。构成合同或单证一部分的此种条款的无效，不影响该合同或单证的其他规定的效力。将货物的保险利益转给多式联运经营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，经发货人的同意，多式联运经营人仍可增加其按照本公约所负的责任和义务。
３．多式联运单证应载有一项声明，规定国际多式联运必须遵守本公约的各项规定。本公约的各项规定将使任何背离本公约并损害发货人或收货人的规定成为无效的规定。
４．如果有关货物索赔人由于根据本条而无效的条款、或由于漏载本条第３款所指的声明而遭受损失，多式联运经营人必须按照本公约的规定，就货物的灭失、损坏或迟延交付，给予索赔人以必要的赔偿。此外，多式联运经营人须赔付索赔人为了行使其权利而引起的费用，但援用上述规定时，诉讼中引起的费用，应按照提起诉讼地国家的法律规定。
第２９条 共同海损
１．本公约不得妨碍多式联运合同或国家法律中有关共同海损理算规定，在其适用范围内的适用。
２．除第２５条外，本公约中有关多式联运经营人对货物的灭失或损坏应负赔偿责任的规定，也确定收货人是否可以拒绝共同海损的分摊，以及确定多式联运经营人对收货人已作的任何此种分摊或已支付的任何救助报酬的赔偿责任。
第３０条 其他公约
１．本公约不修改１９２４年８月２５日统一关于海船所有人赔偿责任某些限制的规则的布鲁塞尔国际公约、１９５７年１０月１０日海船所有人赔偿责任限制的布鲁塞尔国际公约、１９７６年１１月１９日伦敦海事索赔责任限制公约，以及１９７３年３月１日内河船舶所有人赔偿责任限制的日内瓦公约（ＣＬＮ），包括其修正案或关于海船和内河船舶所有人的赔偿责任限制的国家法律所规定的权利和义务。
２．如果发生争议的当事人的主要营业所均在其他国际公约的缔约国境内，则本公约第２６和第２７条的规定不得妨碍适用各该其他国际公约有关这两条所述事项的强制性规定。但是，本款不影响本公约第２７条第３款的适用。
３．如果核装置经营人对核事故引起的损害负责，则根据本公约的规定，对此种损害不负赔偿责任：
（ａ）经１９６４年１月２８日补充议定书修正的１９６０年７月２９日核能领域第三者赔偿责任的巴黎公约，或１９６３年５月２１日核损害民事赔偿责任的维也纳公约，或这些公约的修正案，或者，
（ｂ）国家法律中关于核损害赔偿责任的规定，如果这种法律在各个方面都和巴黎公约或维也纳公约同样有利于可能遭受核损害的人。
４．货物运输，例如按照１９５６年５月１９日国际公路货物运输合同的日内瓦公约第２条，或按照１９７０年２月７日关于伯乐尼国际铁路货物运输公约第２条的规定进行的货物运输，如果上述公约的缔约国对这种货物运输必须适用这种公约，则对这种运输公约的缔约国而言，不应视为本公约第１条第１款含义上的国际多式联运。
第３１条 计算单位或货币单位及折算
１．本公约第１８条所述的计算单位是国际货币基金组织规定的特别提款权。第１８条所述数额应按照一国货币在判决之日或裁决之日或当事各方协议的日期的价值，折算成该国货币。凡属国际货币基金组织成员的缔约国，其以特别提款权表示的本国货币的价值，应按国际货币基金组织在上述日期在其业务和交易中采用的现行定值方法计算。非属国际货币基金组织成员的缔约国，其以特别提款权表示的本国货币的价值，应按该国确定的方法计算。
２．但是，凡不是国际货币基金组织成员而其本国法律又不准适用本条第１款规定的国家，可在签字、批准、接受、核准或加入时，或在其后任何时间，声明本公约规定的赔偿限额，适用于该国领土时，订定如下：关于第１８条第１款所规定的限额，按货物的每包或其他货运单证计算不超过１３７５０货币单位，或按毛重每公斤计算不超过４１．２５货币单位；关于第１８条第３款所规定的限额，不超过１２４货币单位。
３．本条第２款所述的货币单位相当于纯度为千分之九百的黄金６５．５毫克。本条第２款所述数额应按照有关国家的法律折算成该国货币。
４．按本条第１款最后一句的规定进行计算，和按本条第３款的规定进行计算，以一缔约国的本国货币表示第１８条所述数额时，其实际价值应尽可能与第１８条所述计算单位表示的实际价值相等。
５．缔约国在签字时，或在交存其批准书、接受书、核准书或加入书时，或按本条第２款的规定作出选择时，以及在计算方法或折算结果有改变时，应将按本条第１款最后一句话所确定的计算方法或本条第３款所得的折算结果，相应地通知保管人。
第Ⅶ部分 海关事项
第３２条 海关过境
１．各缔约国应准许使用国际多式联运的海关过境手续。
２．除按国家法律、规章和政府间协议的规定外，国际多式联运货物的海关过境应依照本公约附件的第Ⅰ条至第Ⅵ条所载的规则和原则办理。
３．缔约国在采用有关多式联运货物的海关过境手续的法律和规章时，应考虑到本公约附件的第Ⅰ条到第Ⅵ条的规定。
第Ⅷ部分 最后条款
第３３条 保管人
兹指定联合国秘书长为本公约保管人。
第３４条 签字、批准、接受、核准、加入
１．所有国家均有权经下列手续成为本公约的缔约国：
（ａ）签字而无需批准、接受或核准；或者，
（ｂ）签字，但须经批准、接受或核准，并随后予以批准、接受或核准；或者，
（ｃ）加入。
２．本公约自１９８０年９月１日起１９８１年８月３１日止。在纽约联合国总部开放以供签字。
３．１９８１年８月３１日以后，本公约对所有不是签字国的国家开放，以供加入。
４．批准书、接受书、核准书和加入书应交保管人保存。
５．由会议主权成员国组成的，并且有权在本公约范围内的特定领域谈判、缔结和实施国际协定的区域经济一体化组织，具有按照本条第１款至第４款的规定，同样有资格成为本公约的缔约方，并在上述特定领域中，对本公约其他缔结方而言，享有本公约赋予的权利，履行本公约所规定的义务。
第３５条 保 留
对本公约不得作出任何保留。
第３６条 生 效
１．本公约在三十个国家的政府签字而无需批准、接受或核准、或者向保管人交存批准、接受、核准或加入书后十二个月生效。
２．对于在本条第１款规定的生效条件得到满足后批准、接受、核准或加入本公约的每个国家，本公约应在该国交存有关文件后十二个月生效。
第３７条 适用日期
每一缔约国，在本公约对该国生效之日或其后所订立的多式联运合同，应适用本公约的规定。
第３８条 现行公约规定的权利和义务
如果两国之间的国际多式联运属于本公约范围内，其中只有一国为本公约缔约国，而这两国在本公约生效时同受某一其他国际公约所约束，则如在一缔约国中按第２６条或第２７条就这种国际多式联运提起诉讼或提交仲裁，该国的法院或仲裁庭可依照这种其他国际公约规定的义务，适用这种国际公约的规定。
第３９条 修订和修正
１．本公约生效后，经不少于三分之一的缔约国要求，联合国秘书长应召开缔约国会议，修订或修正本公约。联合国秘书长应至少在会议召开之日三个月前将任何修正提案的案文散发给所有缔约国。
２．修订会议作出的任何决定，包括修正案在内，应以出席并参加表决的国家三分之二多数作出。会议通过的修正案应由保管人送交所有缔约国接受，并送交本公约所有签字国参考。
３．除本条第４款另有规定外，会议通过的任何修正案在其获得三分之二缔约国接受之日起满一年后的第一个月第一日才对接受该修正案的缔约国生效。对于在修正案已获得三分之二缔约国接受后才接受修正案的任何国家，修正案应在该国接受之日起满一年后的第一个月第一日生效。
４．会议通过的关于变更第１８条及第３１条第２款所规定数额的修正案，或关于以其他单位代替第３１条第１款和（或）第３款所述单位的修正案，在其获得三分之二缔约国接受之日起满一年后的第一个月第一日生效。接受变更后数额或替代单位的缔约国，应在它们同所有缔约国的关系中，适用这种数额或单位。
５．接受修正案的正式文件交存保管人，即为对修正案的接受。
６．在会议通过的修正案生效后交存的任何批准、接受、核准或加入书，应视为适用于修正后的本公约。
第４０条 退 出
１．任何缔约国可在本公约开始生效之日起满两年后的任何时间书面通知保管人，退出本公约。
２．此种退出在保管人收到通知之日起满一年后的第一个月第一日生效。如果通知中指明更长的时间，则在保管人收到通知后，于该更长的期间届满时起，退出生效。
下列署名者，经正式授权，已于下列日期签署本公约，以昭信守。
１９８０年５月２４日订于日内瓦，正本一份，用阿拉伯文、中文、英文、法文、俄文和西班牙文写成，各种文本具有同等效力。
附件 有关国际货物多式联运的海关事项条款
第Ⅰ条
在本公约中，
“海关过境手续”是指在海关管制下将货物从一处海关运到另一处海关的海关手续。
“目的地海关”是指结束过境作业地的任何海关。
“进出口关税及其他税”是关税及所有其他税项、费用或对货物的进出口或与其有关而征收的其他款项，但不包括金额大致相当于所提供服务的成本的费用和款项。
“海关过境单证”是指载有海关过境作业所需数据和资料记录的表格。
第Ⅱ条
１．除按本国境内实施的法律、规章和国际公约的规定外，缔约国应给予国际多式联运货物过境自由。
２．如果海关当局认为用于过境作业的海关过境手续中规定的条件已满足，则国际多式联运的货物：
（ａ）作为一项基本原则在途中不再受海关检查，除非海关认为有必要保证海关负责实施的规章得到遵守。因此，海关当局在进出口点上一般只应检验海关封印及其他安全措施；
（ｂ）在不影响有关公共和国家安全、公共道德或公共卫生的法律、规章的实施的情况下，不必履行用于过境作业的海关过境制度以外的任何海关手续或规定。
第Ⅲ条
为了便利货物过境，各缔约国：
（ａ）如为启运地国家，应尽量采取一切可行的措施，保证其后过境作业所需资料的完整、准确；
（ｂ）如为目的地国家：
（ｉ）应采取一切必要措施，作为一项基本原则，保证海关过境货物能在其目的地
海关结关；
（ｉｉ）除非其本国的法律、规章另有规定，应设法在尽可能接近货物最后目的地点
办理货物的结关手续。
第Ⅳ条
１．如果海关当局认为海关过境手续中的条件已满足，则国际多式联运货物无须向过境国家支付进出口关税和其他税或交付这种税项的保证金。
２．前款的规定不排除：
（ａ）根据公共安全或公共卫生方面的要求，按本国规章收取的费用和款项；
（ｂ）在平等条件下收取金额大致相当于所提供服务的成本的费用和款项。
第Ⅴ条
１．如果海关过境作业需要财务担保，此项财务担保之提供，必须使有关过境国家的海关当局感到满意，而且应符合其国家法律、规章和国际公约的规定。
２．为了便利海关过境，海关担保制度应当简单、有效、取费适中，并包括应付的进出口关税和其他税，并且，在担保需包括罚款的国家中，还包括应付的罚款。
第Ⅵ条
１．在不影响国际公约和国家法律、规章所要求的任何其他单证的情况下，过境国家的海关当局应当接受多式联运单证作为海关过境手续的说明部分。
２．为了便利海关过境，海关过境单证应当尽可能与后附单证格式相一致。＊
附件：单证格式
略。




UNITED NATIONS CONVENTION ON INTERNATIONAL MULTIMODAL TRANSPORTOFGOODS, 1980

Whole document
THE STATES PARTIES TO THIS CONVENTION,
RECOGNIZING:
(a) That international multimodal transport is one means of
facilitating the orderly expansion of world trade;
(b) The need to stimulate the development of smooth, economic and
efficient multimodal transport services adequate to the requirements of
the trade concerned;
(c) The desirability of ensuring the orderly development of
international multimodal transport in the interest of all countries and
the need to consider the special problems of transit countries;
(d) The desirability of determining certain rules relating to the
carriage of goods by international multimodal transport contracts,
including equitable provisions concerning the liability of multimodal
transport operators;
(e) The need that this Convention should not affect the application of
any international convention or national law relating to the regulation
and control of transport operations;
(f) The right of each State to regulate and control at the national
level multimodal transport operators and operations;
(g) The need to have regard to the special interest and problems of
developing countries, for example, as regards introduction of new
technologies, participation in multimodal services of their national
carriers and operators, cost efficiency thereof and maximum use of local
labour and insurance;
(h) The need to ensure a balance of interests between suppliers and
users of multimodal transport services;
(i) The need to facilitate customs procedures with due consideration
to the problems of transit countries;
AGREEING to the following basic principles:
(a) That a fair balance of interests between developed and developing
countries should be established and an equitable distribution of
activities between these groups of countries should be attained in
international multimodal transport;
(b) That consultation should take place on terms and conditions of
service, both before and after the introduction of any new technology in
the multimodal transport of goods, between the multimodal transport
operator, shippers, shippers' organizations and appropriate national
authorities;
(c) The freedom for shippers to choose between multimodal and
segmented transport services;
(d) That the liability of the multimodal transport operator under this
Convention should be based on the principle of presumed fault or neglect;
HAVE DECIDED to conclude a Convention for this purpose and have
thereto agreed as follows:

PART I. GENERAL PROVISIONS
Article 1 Definitions
For the purposes of this Convention:
1. "International multimodal transport" means the carriage of goods by
at least two different modes of transport on the basis of a multimodal
transport contract from a place in one country at which the goods are
taken in charge by the multimodal transport operator to a place designated
for delivery situated in a different country. The operations of pick-up
and delivery of goods carried out in the performance of a unimodal
transport contract, as defined in such contract, shall not be considered
as international multimodal transport.
2. "Multimodal transport operator" means any person who on his own
behalf or through another person acting on his behalf concludes a
multimodal transport contract and who acts as a principal, not as an agent
or on behalf of the consignor or of the carriers participating in the
multimodal transport operations, and who assumes responsibility for the
performance of the contract.
3. "Multimodal transport contract" means a contract whereby a
multimodal transport operator undertakes, against payment of freight, to
perform or to procure the performance of international multimodal
transport.
4. "Multimodal transport document" means a document which evidences a
multimodal transport contract, the taking in charge of the goods by the
multimodal transport operator, and an undertaking by him to deliver the
goods in accordance with the terms of that contract.
5. "Consignor" means any person by whom or in whose name or on whose
behalf a multimodal transport contract has been conducted with the
multimodal transport operator, or any person by whom or in whose name or
on whose behalf the goods are actually delivered to the multimodal
transport operator in relation to the multimodal transport contract.
6. "Consignee" means the person entitled to take delivery of the
goods.
7. "Goods" includes any container, pallet or similar article of
transport or packaging, if supplied by the consignor.
8. "International convention" means an international agreement
concluded among States in written form and governed by international law.
9. "Mandatory national law" means any statutory law concerning
carriage of goods the provisions of which cannot be departed from by
contractual stipulation to the detriment of the consignor.
10. "Writing" means, inter alia, telegram or telex.
Article 2 Scope of Application
The provisions of this Convention shall apply to all contracts of
multimodal transport between places in two States, if:
(a) The place for the taking in charge of the goods by the multimodal
transport operator as provided for in the multimodal transport contract is
located in a Contracting State, or
(b) The place for delivery of the goods by the multimodal transport
operator as provided for in the multimodal transport contract is located
in a Contracting State.
Article 3 Mandatory Application
1. When a multimodal transport contract has been concluded which
according to Article 2 shall be governed by this Convention, the
provisions of this Convention shall be mandatorily applicable to such
contract.
2. Nothing in this Convention shall affect the right of the consignor
to choose between multimodal transport and segmented transport.
Article 4 Regulation and Control of Multimodal Transport
1. This Convention shall not affect, or be incompatible with, the
application of any international convention or national law relating to
the regulation and control of transport operations.
2. This Convention shall not affect the right of each State to
regulate and control at the national level multimodal transport operations
and multimodal transport operators, including the right to take measures
relating to consultations, especially before the introduction of new
technologies and services, between multimodal transport operators,
shippers, shippers' organizations and appropriate national authorities on
terms and conditions of service; licensing of multimodal transport
operators; participation in transport; and all other steps in the national
economic and commercial interest.
3. The multimodal transport operator shall comply with the applicable
law of the country in which he operates and with the provisions of this
Convention.

PART II. DOCUMENTATION
Article 5 Issue of Multimodal Transport Document
1. When the goods are taken in charge by the multimodal transport
operator, he shall issue a multimodal transport document which, at the
option of the consignor, shall be in either negotiable or non-negotiable
form.
2. The multimodal transport document shall be signed by the multimodal
transport operator or by a person having authority from him.
3. The signature on the multimodal transport document 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 multimodal transport document is issued.
4. If the consignor so agrees, a non-negotiable multimodal transport
document may be issued by making use of any mechanical or other means
preserving a record of the particulars stated in Article 8 to be contained
in the multimodal transport document. In such a case the multimodal
transport operator, after having taken the goods in charge, shall deliver
to the consignor a readable document containing all the particulars so
recorded, and such document shall for the purposes of the provisions of
this Convention be deemed to be a multimodal transport document.
Article 6 Negotiable Multimodal Transport Document
1. Where a multimodal transport document is issued in negotiable form:
(a) It shall be made out to order or to bearer;
(b) If made out to order it shall be transferable by endorsement;
(c) If made out to bearer it shall be transferable without
endorsement;
(d) If issued in a set of more than one original it shall indicate
the number of originals in the set;
(e) If any copies are issued each copy shall be marked
"non-negotiable copy".
2. Delivery of the goods may be demanded from the multimodal transport
operator or a person acting on his behalf only against surrender of the
negotiable multimodal transport document duly endorsed where necessary.
3. The multimodal transport operator shall be discharged from his
obligation to deliver the goods if, where a negotiable multimodal
transport document has been issued in a set of more than one original, he
or a person acting on his behalf has in good faith delivered the goods
against surrender of one of such originals.
Article 7 Non-negotiable Multimodal Transport Document
1. Where a multimodal transport document is issued in a non-negotiable
form it shall indicate a named consignee.
2. The multimodal transport operator shall be discharged from his
obligation to deliver the goods if he makes delivery thereof to the
consignee named in such non-negotiable multimodal transport document or to
such other person as he may be duly instructed, as a rule, in writing.
Article 8 Contents of the Multimodal Transport Document
1. The multimodal transport document shall contain 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 gross weight of the goods or their quantity otherwise expressed,
all such particulars as furnished by the consignor;
(b) The apparent condition of the goods;
(c) The name and principal place of business of the multimodal
transport operator;
(d) The name of the consignor;
(e) The consignee, if named by the consignor;
(f) The place and date of taking in charge of the goods by the
multimodal transport operator;
(g) The place of delivery of the goods;
(h) The date or the period of delivery of the goods at the place
of delivery, if expressly agreed upon between the parties;
(i) A statement indicating whether the multimodal transport
document is negotiable or non-negotiable;
(j) The place and date of issue of the multimodal transport
document;
(k) The signature of the multimodal transport operator or of a
person having authority from him;
(l) The freight for each mode of transport, if expressly agreed
between the parties, or the freight, including its currency, to the extent
payable by the consignee or other indication that freight is payable by
him.
(m) The intended journey route, modes of transport and places of
transhipment, if known at the time of issuance of the multimodal transport
document;
(n) The statement referred to in paragraph 3 of Article 28;
(o) Any other particulars which the parties may agree to insert in
the multimodal transport document, if not inconsistent with the law of the
country where the multimodal transport document is issued.
2. The absence from the multimodal transport document of one or more
of the particulars referred to in paragraph 1 of this Article shall not
affect the legal character of the document as a multimodal transport
document provided that it nevertheless meets the requirements set out in
paragraph 4 of Article 1.
Article 9 Reservations in the Multimodal Transport Document
1. If the multimodal transport document contains particulars
concerning the general nature, leading marks, number of packages or
pieces, weight or quantity of the goods which the multimodal transport
operator or a person acting on his behalf knows, or has reasonable grounds
to suspect, do not accurately represent the goods actually taken in
charge, or if he has no reasonable means of checking such particulars, the
multimodal transport operator or a person acting on his behalf shall
insert in the multimodal transport document a reservation specifying these
inaccuracies, grounds of suspicion or the absence of reasonable means of
checking.
2. If the multimodal transport operator or a person acting on his
behalf fails to note on the multimodal transport document the apparent
condition of the goods, he is deemed to have noted on the multimodal
transport document that the goods were in apparent good condition.
Article 10 Evidentiary Effect of the Multimodal Transport Document
Except for particulars in respect of which and to the extent to which
a reservation permitted under Article 9 has been entered:
(a) The multimodal transport document shall be prima facie evidence of
the taking in charge by the multimodal transport operator of the goods as
described therein;
(b) Proof to the contrary by the multimodal transport operator shall
not be admissible if the multimodal transport document is issued in
negotiable form and has been transferred to a third party, including a
consignee, who has acted in good faith in reliance on the description of
the goods therein.
Article 11 Liability for Intentional Misstatements or Omissions
When the multimodal transport operator, with intent to defraud, gives
in the multimodal transport document false information concerning the
goods or omits any information required to be included under paragraph 1
(a) or (b) of Article 8 or under Article 9, he shall be liable, without
the benefit of the limitation of liability provided for in this
Convention, for any loss, damage or expenses incurred by a third party,
including a consignee, who acted in reliance on the description of the
goods in the multimodal transport document issued.
Article 12 Guarantee by the Consignor
1. The consignor shall be deemed to have guaranteed to the multimodal
transport operator the accuracy, at the time the goods were taken in
charge by the multimodal transport operator, of particulars relating to
the general nature of the goods, their marks, number, weight and quantity
and, if applicable, to the dangerous character of goods, as furnished by
him for insertion in the multimodal transport document.
2. The consignor shall indemnify the multimodal transport operator
against loss resulting from inaccuracies in or inadequacies of the
particulars referred to in paragraph 1 of this Article. The consignor
shall remain liable even if the multimodal transport document has been
transferred by him. The right of the multimodal transport operator to such
indemnity shall in no way limit his liability under the multimodal
transport contract to any person other than the consignor.
Article 13 Other Documents
The issue of the multimodal transport document does not preclude the
issue, if necessary, of other documents relating to transport or other
services involved in international multimodal transport, in accordance
with applicable international conventions or national law. However, the
issue of such other documents shall not affect the legal character of the
multimodal transport document.

PART III. MULTIMODAL LIABILITY OF THE TRANSPORT OPERATOR
Article 14 Period of Responsibility
1. The responsibility of the multimodal transport operator for the
goods under this Convention covers the period from the time he takes the
goods in his charge to the time of their delivery.
2. For the purpose of this Article, the multimodal transport operator
is deemed to be in charge of the goods:
(a) From the time he has taken over the goods from:
(i) The consignor 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 place of taking in charge, the goods
must be handed over for transport;
(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 multimodal transport operator, by placing them at the disposal of
the consignee in accordance with the multimodal transport contract or with
the law or with the usage of the particular trade applicable at the place
of delivery; or
(iii) By handing over the goods to an authority or other third
party to whom, pursuant to law or regulations applicable at the place of
delivery, the goods must be handed over.
3. In paragraphs 1 and 2 of this Article, reference to the multimodal
transport operator shall include his servants or agents or any other
person of whose services he makes use for the performance of the
multimodal transport contract, and reference to the consignor or consignee
shall include their servants or agents.
Article 15 The Liability of the Multimodal Transport Operator for his
Servants, Agents and Other Persons
Subject to Article 21, the multimodal transport operator shall be
liable for the acts and omissions of his servants or agents, when any such
servant or agent is acting within the scope of his employment, or of any
other person of whose services he makes use for the performance of the
multimodal transport contract, when such person is acting in the
performance of the contract, as if such acts and omissions were his own.
Article 16 Basis of Liability
1. The multimodal transport operator shall be 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 in
delivery took place while the goods were in his charge as defined in
Article 14, unless the multimodal transport operator proves that he, his
servants or agents or any other person referred to in Article 15 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
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 multimodal transport operator, having regard to the circumstances
of the case.
3. If the goods have not been delivered within 90 consecutive days
following the date of delivery determined according to paragraph 2 of this
Article, the claimant may treat the goods as lost.
Article 17 Concurrent Causes
Where fault or neglect on the part of the multimodal transport
operator, his servants or agents or any other person referred to in
Article 15 combines with another cause to produce loss, damage or delay in
delivery, the multimodal transport operator shall be liable only to the
extent that the loss, damage or delay in delivery is attributable to such
fault or neglect, provided that the multimodal transport operator proves
the part of the loss, damage or delay in delivery not attributable
thereto.
Article 18 Limitation of Liability
1. When the multimodal transport operator is liable for loss resulting
from loss of or damage to the goods according to Article 16, his liability
shall be limited to an amount not exceeding 920 units of account per
package or other shipping unit or 2.75 units of account per kilogram of
gross weight of the goods lost or damaged, whichever is the higher.
2. For the purpose of calculating which amount is the higher in
accordance with paragraph 1 of this Article, the following rules shall
apply:
(a) Where a container, pallet or similar article of transport is used
to consolidate goods, the packages or other shipping units enumerated in
the multimodal transport document 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 multimodal transport operator, is considered one separate shipping
unit.
3. Notwithstanding the provisions of paragraphs 1 and 2 of this
Article, if the international multimodal transport does not, according to
the contract, include carriage of goods by sea or by inland waterways, the
liability of the multimodal transport operator shall be limited to an
amount not exceeding 8.33 units of account per kilogram of gross weight of
the goods lost or damaged.
4. The liability of the multimodal transport operator for loss
resulting from delay in delivery according to the provisions of Article 16
shall be 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 multimodal transport contract.
5. The aggregate liability of the multimodal transport operator, under
paragraphs 1 and 4 or paragraphs 3 and 4 of this Article, shall not exceed
the limit of liability for total loss of the goods as determined by
paragraph 1 or 3 of this Article.
6. By agreement between the multimodal transport operator and the
consignor, limits of liability exceeding those provided for in paragraphs
1, 3 and 4 of this Article may be fixed in the multimodal transport
document.
7. "Unit of account" means the unit of account mentioned in Article
31.
Article 19 Localised Damage
When the loss of or damage to the goods occurred during one particular
stage of the multimodal transport, in respect of which an applicable
international convention or mandatory national law provides a higher limit
of liability than the limit that would follow from application of
paragraphs 1 to 3 of Article 18, then the limit of the multimodal
transport operator's liability for such loss or damage shall be determined
by reference to the provisions of such convention or mandatory national
law.
Article 20 Non-contractual Liability
1. The defences and limits of liability provided for in this
Convention shall apply in any action against the multimodal transport
operator in respect of loss resulting from loss of or damage to the goods,
as well as from delay in delivery, whether the action be founded in
contract, in tort or otherwise.
2. If an action in respect of loss resulting from loss of or damage to
the goods or from delay in delivery is brought against the servant or
agent of the multimodal transport operator, if such servant or agent
proves that he acted within the scope of his employment, or against any
other person of whose services the makes use for the performance of the
multimodal transport contract, if such other person proves that he acted
within the performance of the contract, the servant or agent of such other
person shall be entitled to avail himself of the defences and limits of
liability which the multimodal transport operator is entitled to invoke
under this Convention.
3. Except as provided in Article 21, the aggregate of the amounts
recoverable from the multimodal transport operator and from a servant or
agent or any other person of whose services he makes use for the
performance of the multimodal transport contract shall not exceed the
limits of liability provided for in this Convention.
Article 21 Loss of the Right to Limit Liability
1. The multimodal transport operator is not entitled to the benefit of
the limitation of liability provided for in this Convention if it is
proved that the loss, damage or delay in delivery resulted from an act or
omission of the multimodal transport operator 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 paragr