蒙特利尔公约 英文版
蒙特利尔议定书
蒙特利尔议定书撰写时间: 2008-08-06 文章作者: 文章来源:《维也纳公约》签署2个月后，英国南极探险队队长J.Farman宣布，自从1977年开始观察南极上空以来，每年都在9～11月发现有“臭氧空洞”。
这个发现引起举世震惊。
1985年9月，为制定实质性控制措施的议定书，UNEP组织召开了专题讨论会。
同年10月，决定成立保护臭氧层工作组，从事制定议定书的工作。
1987年9月，由UNEP组织的“保护臭氧层公约关于含氯氟烃议定书全权代表大会”在加拿大蒙特利尔市召开。
出席会议的有36个国家、10个国际组织的140名代表和观察员，中国政府也派代表参加了会议。
9月16日，24个国家签署了《关于消耗臭氧层物质的蒙特利尔议定书》（以下简称《议定书》）。
中国政府认为这个《议定书》没有体现出发达国家是排放CFCs造成臭氧层耗减的主要责任者，对发展中国家提出的要求不公平，所以当时没有签定这个议定书。
由于保护臭氧层形势发展的需要，加上《议定书》制定时未能充分反映发展中国家的意见，在1989年5月赫尔辛基缔约方第1次会议之后，开始了《议定书》的修正工作。
1990年6月，在伦敦召开的缔约方第2次会议通过了《议定书》修正案。
由于修正案基本上反映了发展中国家的意愿，包括印度在内的许多发展中国家，都纷纷表示将加入修正后的《议定书》。
中国代表团在会上也表示将建议我国政府尽快加入修正后的《议定书》。
1991年6月14日，中国政府驻联合国代表团将加入修正后《议定书》的文件交给联合国秘书长。
在缔约方第3次会议上，中国政府代表团宣布了中国政府正式加入修正后《议定书》的决定。
一、《议定书》的内容《议定书》在前言中指出，有关消耗臭氧层物质生产和使用过程中的排放对臭氧层破坏产生直接的作用，因而对人类健康和环境造成了较大的负面影响。
基于预防审慎原则，国际社会应采取行动淘汰这些物质，加强研究和开发替代品。
这里特别指出，有关控制措施必须考虑发展中国家的特殊情况，特别是其资金和技术需求。
蒙特利尔条约介绍原版英文
BackgrounderThe 20th Anniversary of the Montreal Protocol – A Landmark Environmental TreatySeptember 16, 2007, marks a historic milestone: the 20th anniversary of the world’s most successfulinternational environmental treaty. The Montreal Protocol on Substances that Deplete the Ozone Layer has been signed by almost every country in the world: more than 190 countries are now Parties to the treaty. Across important climate benefits. The 20th anniversary provides us with an opportunity to assess the progress made so the planet, major corporations continue to make dramatic strides replacing ozone-depleting substances (ODS) with safer substitutes, which will slow and eventually reverse the thinning of the ozone layer as well as provide important climate benefits. The 20th anniversary provides us with an opportunity toassess the progress made so far, to thank the leaders in governments, the media, industry, and in the nonprofit sector who made it possible, and to recommit ourselves to the goals of the Montreal Protocol as well as to the vibrant partnerships that will help us realize these goals as we address the challenges ahead. In 1974, Nobel Prize-winning scientists Sherwood Rowland and Mario Molina posited that chlorofluorocarbons (CFCs) could deplete the stratospheric ozone layer. Subsequent research confirmed that commonly-used chemicals – many of them components of everyday consumer products - were destroying the ozone layer. By 1985, scientists saw a drastic thinning of the ozone layer over Antarctica, an annual phenomenon dubbed the “ozone hole.” Research since then has deepened our understanding of the causes and dangerous environmental and human health consequences of ozone depletion, showing that effects appear not just at the poles, but allover the world.Source: National Aeronautics Space AdministrationStratospheric ozone thinning over the Antarctic, September 2000This is true because a thinner ozone layer allows more ultraviolet radiation to reach the Earth’s surface,exposing humans and living systems to additional ultraviolet (UV) radiation. Overexposure to UV can cause a range of health effects, including skin cancer and other skin damage, eye damage leading to cataracts, suppression of the immune system, as well as ecological effects including crop damage, damage tophytoplankton, and potentially the marine food chain. Recognizing these dangers, on September 16, 1987,world leaders signed the Montreal Protocol. Since then, new scientific proofs of the urgency of ozone damage have led the world community to strengthen the treaty repeatedly.The treaty is designed to heal the ozone layer by ending production of ODS. In 1990, Congress amended the Clean Air Act to provide a framework for implementing the Montreal Protocol in the U.S. This framework has not only ensured the U.S. has consistently met or outperformed agreed-upon treaty deadlines for ending reliance on ODS, but also included innovative mechanisms to speed ozone layer protection: adding taxes to the cost of many ODS, requiring that ODS-containing products be labeled, and creating the Significant New Alternatives Policy program, allowing manufacturers and users to identify safer alternatives.The U.S., historically one of the largest ODS consumers, has been a leader in ending use while at the same time developing and commercializing safer substitutes. We have virtually ended production of the most damaging ODS - including CFCs, carbon tetrachloride, and halons – which were found in common industrial and consumer products such as coolants, refrigerants, aerosol cans, polystyrene cups, fire extinguishers, and packing peanuts. Second-generation replacements, such as hydrofluorochlorocarbons (HCFCs), themselves face production phase-outs, and will no longer be made in the U.S. by 2030. Developing countries are expected to complete their own phase-outs by 2040.U.S. Production of First-Generation ODS U.S. Production of Second-Generation ODSPhased Out on Schedule Being Phased Out on ScheduleKey to the success of the U.S. phase-out has been close collaboration with other Parties to the treaty, and with partners from all sectors of the U.S. economy. Many U.S. corporations have been innovative champions of ozone layer protection, sharing information and technology within industry sectors as well as with developing countries in an effort to create practical, rapid means of transition away from ODS and into safer alternatives. The Environmental and Public Health BenefitAlthough the stratospheric ozone layer has not yet healed, the thinning has slowed, and – assuming developed and developing countries continue to meet their Montreal Protocol goals – scientists anticipate recovery between 2060 and 2075. Efforts to protect the stratospheric ozone layer will produce an estimated $4.2 trillion in societal health benefits in the U.S. during the period from 1990 to 2165, and prevent an estimated 6.3 million premature deaths from skin cancer.Source: EPA: Achievements in Stratospheric Ozone Protection - Progress Report. April 2007.Since most ODS are also potent greenhouse gases, replacing them with ozone-safe substitutes can also reduce greenhouse gas emissions and slow climate change. Recent research has demonstrated that the climate impact of CFC, HCFC, and HFC emissions, compared to carbon dioxide emissions from fossil fuel combustion fell from about 33 percent in 1990 to about 10 percent in 2000.As we approach the 20th anniversary, the global success of the Montreal Protocol stands out as an ever-more significant landmark of international cooperation to avert severe environmental consequences. Major challenges remain, including the final phase-outs of key chemicals that damage the ozone layer, including the agricultural fumigant methyl bromide. In all these areas, decisive leadership has been vital to U.S. contributions to the global success of the Montreal Protocol. Continuing success in completing the important agenda of future work that faces the Parties will rely just as heavily on partnerships, vision, and the willingness to make difficult decisions and implement them rigorously.。
蒙特利尔议定书又称作蒙特利尔公约
蒙特利尔议定书又称作蒙特利尔公约，全名为“蒙特利尔破坏臭氧层物质管制议定书（Montreal Protocol on Substances that Depletethe Ozone Layer）”，是联合国为了避免工业产品中的氟氯碳化物对地球臭氧层继续造成恶化及损害，承续1985年保护臭氧层维也纳公约的大原则，于1987年9月16日邀请所属26个会员国在加拿大蒙特利尔所签署的环境保护公约。
该公约自1989年1月1日起生效。
蒙特利尔公约中对CFC-11、CFC-12、CFC-113、CFC-114、CFC-115等五项氟氯碳化物及三项海龙的生产做了严格的管制规定，并规定各国有共同努力保护臭氧层的义务，凡是对臭氧层有不良影响的活动，各国均应采取适当防治措施，影响的层面涉及电子光学清洗剂、冷气机、发泡剂、喷雾剂、灭火器……等等。
此外，公约中亦决定成立多边信托基金，援助发展中国家进行技术转移。
议定书中虽然规定将氟氯碳化物的生产冻结在1986年的规模，并要求发达国家在1988年减少50%的制造，同时自1994年起禁止海龙的生产。
但是1988年的春天，美国国家航空航天局发表了“全球臭氧趋势报告”，报告中指出全球遭破坏的臭氧层并不仅止于南极与北极的上空，也间接证实了蒙特利尔公约对于氟氯碳化物的管制仍嫌不足。
联合国有鉴于此，便于1990年6月在英国伦敦召开蒙特利尔公约缔约国第二次会议，并对公约内容作了大幅之修正，其中最为重要者即为扩大列管物质，除原先列管者之外，另增加CFC-13等10种物质、四氯化碳以及三氯乙烷，共计12种化学物质，并加速提前于2000年完全禁用上述物质。
之后联合国又陆续修订管制范围，包括1992年的哥本哈根修正案、1997年的蒙特利尔修正案、以及1999年的北京修正案。
其中最重要者为哥本哈根修正案，决议将发达国家的氟氯碳化物禁产时程提前至1996年1月实施，而非必要之消费量均严格禁止。
我国制冷剂的替代研究现状及发展自1987年《蒙特利尔议定书》签订以来，各国纷纷展开了对CFCs和HCFCs 物质的替代物的研究，在1997年签订《京都议定书》以前，CFCs和HCFCs类的制冷剂替代研究主要以保护臭氧为目的，主要研制HCFs类制冷剂。
蒙特利尔公约
蒙特利尔公约[1999年]本公约的当事国：认识到一九二九年十月十二日在华沙签订的《统一国际航空运输某些规则的公约》(以下称“华沙公约”)，和其他有关文件在统一国际航空私法方面作出的重要贡献；认识到使华沙公约和相关文件现代化和一体化的必要性；认识到确保国际航空运输消费者的利益的重要性，以及在恢复性赔偿原则的基础上提供公平赔偿的必要性；重申按照一九四四年十二月七日订于芝加哥的《国际民用航空公约》的原则和宗旨对国际航空运输运营的有序发展以及旅客、行李和货物通畅流动的愿望；确信国家间采取集体行动，通过制定一项新公约来增进对国际航空运输某些规则的一致化和法典化是获得公平的利益平衡的最适当方法；达成协议如下：第一章总则第一条适用范围一、本公约适用于所有以航空器运送人员、行李或者货物而收取报酬的国际运输。
本公约同样适用于航空运输企业以航空器履行的免费运输。
二、就本公约而言，“国际运输”系指根据当事人的约定，不论在运输中有无间断或者转运，其出发地点和目的地点是在两个当事国的领土内，或者在一个当事国的领土内，而在另一国的领土内有一个约定的经停地点的任何运输，即使该国为非当事国。
就本公约而言，在一个当事国的领土内两个地点之间的运输，而在另一国的领土内没有约定的经停地点的，不是国际运输。
三、运输合同各方认为几个连续的承运人履行的运输是一项单一的业务活动的，无论其形式是以一个合同订立或者一系列合同订立，就本公约而言，应当视为一项不可分割的运输，并不仅因其中一个合同或者一系列合同完全在同一国领土内履行而丧失其国际性质。
四、本公约同样适用于第五章规定的运输，除非该章另有规定。
第二条国家履行的运输和邮件运输一、本公约适用于国家或者依法成立的公共机构在符合第一条规定的条件下履行的运输。
二、在邮件运输中，承运人仅根据适用于承运人和邮政当局之间关系的规则，对有关的邮政当局承担责任。
三、除本条第二款规定外，本公约的规定不适用于邮件运输。
蒙特利尔公约的主要内容
蒙特利尔公约简介蒙特利尔公约（Montreal Protocol）是一项全球性的环境合约，于1987年9月16日由联合国环境规划署（UNEP）在加拿大蒙特利尔召开的第二届全球环境会议上通过。
该公约的目标是限制臭氧层破坏物质的生产和消费，并逐步消除它们的使用，以保护地球上的臭氧层不被进一步破坏。
臭氧层是地球上的一个重要层，位于距离地球表面约10至50公里的大气层中，能够过滤掉太阳光中的紫外线辐射。
然而，由于人类活动的影响，如工业化进程中的化学物质的大量排放，导致大气中的臭氧层逐渐受到破坏。
破坏臭氧层将导致紫外线辐射增加，对地球上的生物多样性、气候模式、农业和人类健康造成严重威胁。
为了解决这一问题，各国达成共识，制定了蒙特利尔公约，成为第一个有效控制国际化学物质的全球性环境条约。
主要内容1. 目标和原则蒙特利尔公约的主要目标是通过全球范围内限制和逐步消除臭氧层破坏物质的生产和消费，保护臭氧层。
公约以以下原则为指导：•公正和公平原则：各成员国将根据自身发展水平和需求确定和执行减排措施，但同时也要考虑到全球环境公平和稳定的因素；•预防原则：减少和避免可能对地球的臭氧层造成损害的化学物质的生产和使用；•协作原则：各国之间加强对技术研究与开发、信息交流、教育和培训的支持，共同应对臭氧层问题。
2. 控制和减排措施为了实现公约的目标，各成员国承担以下责任：•控制生产和消费：各国需要建立国家机制来控制和监测生产和消费臭氧层破坏物质的行为，并提供相关信息报告给公约的执行机构；•逐步消除使用：各国需要制定国家计划，逐步减少并最终消除对臭氧层破坏物质的使用，采取相关政策和措施实现这一目标；•技术合作和资助：发达国家要向发展中国家提供技术和财政支持，帮助其实施减排措施。
3. 与其他国际组织和公约的关系蒙特利尔公约与其他国际组织和公约之间保持紧密联系，特别是与生态系统的保护、温室气体减排和全球气候变化有关的公约。
各成员国应加强与其他公约的协调合作，共同推动环境保护和可持续发展。
1999年蒙特利尔公约(中英文)
对于根据第十七条第一款所产生的损害赔偿每名旅客超过100,000特别提款
损失不是由于承运人或者其受雇人、代理人的过失或者其他不当作为、
损失完全是由第三人的过失或者其他不当作为、不作为造成的。
延误、行李和货物的责任限额
在人员运输中因第十九条所指延误造成损失的，承运人对每名旅客的责任以
特别提款权为限。
当事国不是国际货币基金组织
用特别提款权表示的其国家货币的价值，应当按照该国所确定的办法计
但是，非国际货币基金组织成员并且其法律不允许适用本条第一款规定的国
1,500,000货币单位为限；就第
62,500货币单位为限；就第
15,000货币单位为限；就第
承运人的责任以每公斤250货币单位为限。此种货币单位
关于货物性质的凭证 在需要履行海关、警察和类似公共当局的手续
托运人可以被要求出具标明货物性质的凭证。此项规定对承运人不造成任何
航空货运单的说明
“交承运人”，由托运人签字。第二份应当注明“交收货人”，
第三份由承运人签字，承运人在接受货物后应当将其交
承运人根据托运人的请求填写航空货运单的，在没有相反证明的情况下，应
特别提款权为限，除非旅客在向承运人交运托运行李时，特别声明在目的
并在必要时支付附加费。在此种情况下，除承运人证明旅客
承运人在声明金额范围内
特别提款权为限，除非托运人在向承运人交运包件时，特别声明在目的地点
并在必要时支付附加费。在此种情况下，除承运人证明托运人声
承运人在声明金额范围内
仅为该包件或者该数包件的总重量。但是，因货物
但就该部分运输而言该另一当事人又不是本公约所指的
适用本章的规定。在没有相反证明时，此种授权应当被推定为是
蒙特利尔公约英文版资料
Convention for the Unification of Certain Rules for International Carriage by AirMontreal, 28 May 1999Convention for the Unification of Certain Rules for International Carriage by Air (Montreal, 28 May 1999)Chapter 1 - General ProvisionsChapter II - Documentation and Duties of the Parties Relating to the Carriage of Passengers, Baggage and CargoChapter III - Liability of the Carrier and Extent of Compensation for DamageArticle 20 - Exoneration 0If the carrier proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he or she derives his or her rights, the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage. When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger, the carrier shall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of that passenger. This Article applies to all the liability provisions in this Convention, including paragraph 1 of Article 21.thereafter, declare that the limit of liability of thecarrier prescribed in Article 21 is fixed at a sum of1,500,000 monetary units per passenger in judicial proceedings in their territories; 62,500 monetaryunits per passenger with respect to paragraph 1 ofArticle 22; 15,000 monetary units per passenger with respect to paragraph 2 of Article 22; and 250 monetary units per kilogram with respect to paragraph 3 of Article 22. This monetary unit corresponds to sixty-five and a half milligrams of goldof millesimal fineness nine hundred. These sums maybe converted into the national currency concerned inround figures. The conversion of these sums into national currency shall be made according to the lawof the State concerned.3.The calculation mentioned in the last sentence of paragraph I of this Article and the conversion method mentioned in paragraph 2 of this Article shall be made in such manner as to express in the national currency of the State Party as far as possible the same real value for the amounts in Articles 21 and 22 as would result from the application of the first three sentences of paragraph 1 of this Article. States Parties shall communicate to the depositary the manner of calculation pursuant to paragraph 1 of this Article, or the result of the conversion in paragraph 2 of this Article as the case may be, when depositing an instrument of ratification, acceptance, approval of or accession to this Convention and whenever there is a change in either.majority of the States Parties register their disapproval, the revision shall not become effectiveand the Depositary shall refer the matter to a meetingof the States Parties. The Depositary shall immediately notify all States Parties of the coming intoforce of any revision.3.Notwithstanding paragraph 1 of this Article, the procedure referred to in paragraph 2 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph 1 has exceeded 30 percent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision. Subsequent reviews using the procedure described in paragraph 1 of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph.provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result.Chapter IV - Combined CarriageChapter V - Carriage by Air Performed by a Person other than the Contracting CarrierConvention with a passenger or consignor or with a person acting on behalf of the passenger or consignor, and another person (hereinafter referred to as "the actual carrier") performs, by virtue of authority from the contracting carrier, the whole or part of the carriage, but is not with respect to such part a successive carrier within the meaning of this Convention. Such authority shall be presumed in the absence of proof to the contrary.contracting carrier shall, if they prove that they acted within the scope of their employment, be entitled to avail themselves of the conditions and limits of liability which are applicable under this Convention to the carrier whose servant or agent they are, unless it is proved that they acted in a manner that prevents the limits of liability from being invoked in accordance with this Convention.Chapter VI - Other ProvisionsChapter VII - Final Clauses。
1999年蒙特利尔公约(中英文)
统一国际航空运输某些规则的公约（蒙特利尔，1999）本公约的当事国；认识到一九二九年十月十二日在华沙签订的《统一国际航空运输某些规则的公约》（以下称“华沙公约”），和其他有关文件在统一国际航空私法方面作出的重要贡献；认识到使华沙公约和相关文件现代化和一体化的必要性；认识到确保国际航空运输消费者的利益的重要性，以及在恢复性赔偿原则的基础上提供公平赔偿的必要性；重申按照一九四四年十二月七日订于芝加哥的《国际民用航空公约》的原则和宗旨对国际航空运输运营的有序发展以及旅客、行李和货物通畅流动的愿望；确信国家间采取集体行动，通过制定一项新公约来增进对国际航空运输某些规则的一致化和法典化是获得公平的利益平衡的最适当方法；达成协议如下：第一章总则第一条适用范围一、本公约适用于所有以航空器运送人员、行李或者货物而收取报酬的国际运输。
本公约同样适用于航空运输企业以航空器履行的免费运输。
二、就本公约而言，“国际运输”系指根据当事人的约定，不论在运输中有无间断或者转运，其出发地点和目的地点是在两个当事国的领土内，或者在一个当事国的领土内，而在另一国的领土内有一个约定的经停地点的任何运输，即使该国为非当事国。
就本公约而言，在一个当事国的领土内两个地点之间的运输，而在另一国的领土内没有约定的经停地点的，不是国际运输。
三、运输合同各方认为几个连续的承运人履行的运输是一项单一的业务活动的，无论其形式是以一个合同订立或者一系列合同订立，就本公约而言，应当视为一项不可分割的运输，并不仅因其中一个合同或者一系列合同完全在同一国领土内履行而丧失其国际性质。
四、本公约同样适用于第五章规定的运输，除非该章另有规定。
第二条国家履行的运输和邮件运输一、本公约适用于国家或者依法成立的公共机构在符合第一条规定的条件下履行的运输。
二、在邮件运输中，承运人仅根据适用于承运人和邮政当局之间关系的规则，对有关的邮政当局承担责任。
三、除本条第二款规定外，本公约的规定不适用于邮件运输。
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Convention for the Unification of CertainRules for International Carriage by AirMontreal, 28 May 1999 Convention for the Unification of Certain Rules for International Carriage by Air (Montreal, 28 May 1999)Chapter 1 - General ProvisionsChapter II - Documentation and Duties of the Parties Relating to the Carriage of Passengers, Baggage and CargoChapter III - Liability of the Carrier and Extent of Compensation for DamageArticle 20 - Exoneration 0If the carrier proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he or she derives his or her rights, the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage. When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger, the carrier shall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of that passenger. This Article applies to all the liability provisions in this Convention, including paragraph 1 of Article 21.thereafter, declare that the limit of liability of thecarrier prescribed in Article 21 is fixed at a sum of1,500,000 monetary units per passenger in judicial proceedings in their territories; 62,500 monetaryunits per passenger with respect to paragraph 1 ofArticle 22; 15,000 monetary units per passenger with respect to paragraph 2 of Article 22; and 250 monetary units per kilogram with respect to paragraph 3 of Article 22. This monetary unit corresponds to sixty-five and a half milligrams of goldof millesimal fineness nine hundred. These sums maybe converted into the national currency concerned inround figures. The conversion of these sums into national currency shall be made according to the lawof the State concerned.3.The calculation mentioned in the last sentence of paragraph I of this Article and the conversion method mentioned in paragraph 2 of this Article shall be made in such manner as to express in the national currency of the State Party as far as possible the same real value for the amounts in Articles 21 and 22 as would result from the application of the first three sentences of paragraph 1 of this Article. States Parties shall communicate to the depositary the manner of calculation pursuant to paragraph 1 of this Article, or the result of the conversion in paragraph 2 of this Article as the case may be, when depositing an instrument of ratification, acceptance, approval of or accession to this Convention and whenever there is a change in either.majority of the States Parties register their disapproval, the revision shall not become effectiveand the Depositary shall refer the matter to a meetingof the States Parties. The Depositary shall immediately notify all States Parties of the coming intoforce of any revision.3.Notwithstanding paragraph 1 of this Article, the procedure referred to in paragraph 2 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph 1 has exceeded 30 percent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision. Subsequent reviews using the procedure described in paragraph 1 of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph.provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result.Chapter IV - Combined CarriageChapter V - Carriage by Air Performed by a Person other than the Contracting CarrierConvention with a passenger or consignor or with a person acting on behalf of the passenger or consignor, and another person (hereinafter referred to as "the actual carrier") performs, by virtue of authority from the contracting carrier, the whole or part of the carriage, but is not with respect to such part a successive carrier within the meaning of this Convention. Such authority shall be presumed in the absence of proof to the contrary.contracting carrier shall, if they prove that they acted within the scope of their employment, be entitled to avail themselves of the conditions and limits of liability which are applicable under this Convention to the carrier whose servant or agent they are, unless it is proved that they acted in a manner that prevents the limits of liability from being invoked in accordance with this Convention.Chapter VI - Other ProvisionsChapter VII - Final Clauses。