《维斯比规则》(Visby Rules).doc
海牙维斯比规则中英对照
统一提单的若干法律规则的国际公约1924年8月22日订于布鲁塞尔;1924年8月25日颁布;1942年8月25日实施INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING“HAGUE RULES”; AND PROTOCOL OF SIGNATUREBrussels; 25 August 1924The President of the German Republic; the President of the Argentine Republic; His Majesty the King of the Belgians; the President of the Republic of Chile; the President of the Republic of Cuba; His Majesty the King of Denmark and Iceland; His Majesty the King of Spain; the Head of the Estonian State; the President of the United States of America; the President of the Republic of Finland; the President of the French Republic; His Majesty the King of the United Kingdom of Great Britain and Ireland and of the British Dominions beyond the Seas; Emperor of India; His Most Supreme Highness the Governor of the Kingdom of Hungary; His Majesty the King of Italy; His Majesty the Emperor of Japan; the President of the Latvian Republic; the President of the Republic of Mexico; His Majesty the King of Norway; Her Majesty the Queen of the Netherlands; the President of the Republic of Peru; the President of the Polish Republic; the President of the Portuguese Republic; His Majesty the King of Romania; His Majesty the King of the Serbs; Croats and Slovenes; His Majesty the King of Sweden; and the President of the Republic of Uruguay;HAVING RECOGNIZED the utility of fixing by agreement certain uniform rules of law relating to bills of lading;HAVE DECIDED to conclude a convention with this object and have appointed the following Plenipotentiaries:WHO; duly authorized thereto; have agreed as follows:第一条Article 1本公约所用下列各词;涵义如下：In this Convention the following words are employed with the meanings set out below:a “承运人”包括与托运人订有运输合同的船舶所有人或租船人..a "Carrier" includes the owner or the charterer who enters into a contract of carriage with a shipper.b “运输合同”仅适用于以提单或任何类似的物权凭证进行有关海上货物运输的合同；在租船合同下或根据租船合同所签发的提单或任何物权凭证;在它们成为制约承运人与凭证持有人之间的关系准则时;也包括在内..b "Contract of carriage" applies only to contracts of carriage covered by a bill of lading or any similar document of title; in so far as such document relates to the carriage of goods by sea; including any bill of lading or any similar document as aforesaid issued under or pursuant to a charter party from the moment at which such bill of lading or similar document of title regulates the relations between a carrier and a holder of the same.c “货物”包括货物、制品、商品和任何种类的物品;但活牲畜以及在运输合同上载明装载于舱面上并且已经这样装运的货物除外..c "Goods" includes goods; wares; merchandise and articles of every kind whatsoever except live animals and cargo which by the contract of carriage in stated as being carried on deck and is so carried.d “船舶”是指用于海上货物运输的任何船舶..d "Ship" means any vessel used for the carriage of goods by sea.“货物运输”是指自货物装上船时起;至卸下船时止的一段期间..e "Carriage of goods" covers the period from the time when the goods are loaded on to the time they are discharged from the ship.第二条Article 2除遵照第六条规定外;每个海上货物运输合同的承运人;对有关货物的装载、搬运、积载、运送、保管、照料和卸载;都应按照下列规定承担责任和义务;并享受权利和豁免..Subject to the provisions of Article 6; under every contract of carriage of goods by sea the carrier; in relation to the loading; handling; stowage; carriage; custody; care and discharge of such goods; shall be subject to the responsibilities and liabilities; and entitled to the rights and immunities hereinafter set forth.第三条Article 31．承运人须在开航前和开航时谨慎处理：1. The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to:a 使船舶适航；a Make the ship seaworthy.b 适当地配备船员、装备船舶和供应船舶；b Properly man; equip and supply the ship.c 使货舱、冷藏舱和该船其他载货处所能适宜和安全地收受、运送和保管货物..c Make the holds; refrigerating and cool chambers; and all other parts of the ship in which goods are carried; fit and safe for their reception; carriage and preservation.2．除遵照第四条规定外;承运人应适当和谨慎地装卸、搬运、积载、运送、保管、照料和卸载所运货物..2. Subject to the provisions of Article 4; the carrier shall properly and carefully load; handle; stow; carry; keep; care for; and discharge the goods carried.3．承运人或船长或承运人的代理人在收受货物归其照管后;经托运人的请求;应向托运人签发提单;其上载明下列各项：3. After receiving the goods into his charge the carrier or the master or agent of the carrier shall; on demand of the shipper; issue to the shipper a bill of lading showing among other things:a 与开始装货前由托运人书面提供者相同的、为辨认货物所需的主要标志;如果这项标志是以印戳或其他方式标示在不带包装的货物上;或在其中装有货物的箱子或包装物上;该项标志通常应在航程终了时仍能保持清晰可认..a The leading marks necessary for identification of the goods as the same are furnished in writing by the shipper before the loading of such goods starts; provided such marks are stamped or otherwise shown clearly upon the goods if uncovered; or on the cases or coverings in which such goods are contained; in such a manner as should ordinarily remain legible until the end of the voyage.b 托运人用书面提供的包数或件数;或数量;或重量..b Either the number of packages or pieces; or the quantity; or weight; as the case may be; as furnished in writing by the shipper.c 货物的表面状况..c The apparent order and condition of the goods.但是;承运人、船长或承运人的代理人;不一定必须将任何货物的标志、号码、数量或重量表明或标示在提单上;如果他有合理根据怀疑提单不能正确代表实际收到的货物;或无适当方法进行核对的话..Provided that no carrier; master or agent of the carrier shall be bound to state or show in the bill of lading any marks; number; quantity; or weight which he has reasonable ground for suspecting not accurately to represent the goods actually received; or which he has had no reasonable means of checking.4．依照第3款a、b、c项所载内容的这样一张提单;应作为承运人收到该提单中所载货物的初步证据..4. Such a bill of lading shall be prima facie evidence of the receipt by the carrier of the goods as therein described in accordance with paragraph 3a; b and c.5．托运人应被视为已在装船时向承运人保证;由他提供的标志、件数、数量和重量均正确无误；并应赔偿给承运人由于这些项目不正确所引起或导致的一切灭失、损坏和费用..承运人的这种赔偿权利;并不减轻其根据运输合同对托运人以外的任何人所承担的责任和义务..5. The shipper shall be deemed to have guaranteed to the carrier the accuracy at the time of shipment of the marks; number; quantity and weight; as furnished by him; and the shipper shall indemnity the carrier against all loss; damages and expenses arising or resulting from inaccuracies in such particulars. The right of the carrier to such indemnity shall in no way limit his responsibility and liability under the contract of carriage to any person other than the shipper.6．在将货物移交给根据运输合同有权收货的人之前或当时;除非在卸货港将货物的灭失和损害的一般情况;已用书面通知承运人或其代理人;则这种移交应作为承运人已按照提单规定交付货物的初步证据..6. Unless notice of loss or damage and the general nature of such loss or damage be given in writing to the carrier or his agent at the port of discharge before or at the time of the removal of the goods into the custody of the person entitled to delivery thereof under the contract of carriage; or; if the loss or damage be not apparent; within three days; such removal shall be prima facie evidence of the delivery by the carrier of the goods as described in the bill of lading.如果灭失或损坏不明显;则这种通知应于交付货物之日起的三天内提交..If the loss or damage is not apparent; the notice must be given within three days of the delivery of the goods.如果货物状况在收受时已经进行联合检验或检查;就无须再提交书面通知..The notice in writing need not be given if the state of the goods has; at the time of their receipt; been the subject of joint survey or inspection.除非从货物交付之日或应交付之日起一年内提出诉讼;承运人和船舶在任何情况下都免除对灭失或损害所负的一切责任..In any event the carrier and the ship shall be discharged from all liability in respect of loss or damage unless suit is brought within one year after delivery of the goods or the date when the goods should have been delivered.遇有任何实际的或推定的灭失或损害;承运人与收货人必须为检验和清点货物相互给予一切合理便利..In the case of any actual or apprehended loss or damage the carrier and the receiver shall give all reasonable facilities to each other for inspecting and tallying the goods.7．货物装船后;如果托运人要求;签发“已装船”提单;承运人、船长或承运人的代理人签发给托运人的提单;应为“已装船”提单;如果托运人事先已取得这种货物的物权单据;应交还这种单据;换取“已装船”提单..但是;也可以根据承运人的决定;在装货港由承运人、船长或其代理人在上述物权单据上注明装货船名和装船日期..经过这样注明的上述单据;如果载有第三条第3款所指项目;即应成为本条所指的“已装船”提单..7. After the goods are loaded the bill of lading to be issued by the carrier; master; or agent of the carrier; to the shipper shall; if the shipper so demands; be a "shipped" bill of lading; provided that if the shipper shall have previously taken up any document of title to such goods; he shall surrender the same as against the issue of the "shipped" bill of lading; but at the option of the carrier such document of title may be noted at the port of shipment by the carrier; master; or agent with the name or names of the ship or ships upon which the goods have been shipped and the date or dates of shipment; and when so noted; if it shows the particulars mentioned in paragraph 3 of Article 3; shall for the purpose of this Article be deemed to constitute a "shipped" bill of lading.8．运输合同中的任何条款、约定或协议;凡是解除承运人或船舶对由于疏忽、过失或未履行本条规定的责任和义务;因而引起货物或关于货物的灭失或损害的责任的;或以下同于本公约的规定减轻这种责任的;则一律无效..有利于承运人的保险利益或类似的条款;应视为属于免除承运人责任的条款..8. Any clause; covenant; or agreement in a contract of carriage relieving the carrier or the ship from liability for loss or damage to; or in connexion with; goods arising from negligence; fault; or failure in the duties and obligations provided in this Article or lessening such liability otherwise than as provided in this Convention; shall be null and void and of no effect. A benefit of insurance in favour of the carrier or similar clause shall be deemed to be a clause relieving the carrier from liability.第四条Article 41．不论承运人或船舶;对于因不适航所引起的灭失或损坏;都不负责;除非造成的原因是由于承运人未按第三条第1款的规定;克尽职责；使船舶适航；保证适当地配备船员、装备和供应该船;以及使货舱、冷藏舱和该船的其它装货处所能适宜并安全地收受、运送和保管货物..凡由于船舶不适航所引起的灭失和损害;对于已克尽职责的举证责任;应由根据本条规定要求免责的承运人或其他人承担..1. Neither the carrier nor the ship shall be liable for loss or damage arising or resulting from unseaworthiness unless caused by want of due diligence on the part of the carrier to make the ship seaworthy and to secure that the ship is properly manned; equipped and supplied; and to make the holds; refrigerating and cool chambers and all other parts of the ship in which goods are carried fit and safe for their reception; carriage and preservation in accordance with the provisions of paragraph 1 of Article 3. Whenever loss or damage has resulted from unseaworthiness the burden of proving the exercise of due diligence shall be on the carrier or other person claiming exemption under this Article.2．不论承运人或船舶;对由于下列原因引起或造成的灭失或损坏;都不负责：2. Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from:a 船长、船员、引水员或承运人的雇佣人员;在驾驶船舶或管理船舶中的行为、疏忽或不履行义务；a Act; neglect; or default of the master; mariner; pilot; or the servants of the carrier in the navigation or in the management of the ship.b 火灾;但由于承运人的实际过失或私谋所引起的除外；b Fire; unless caused by the actual fault or privity of the carrier.c 海上或其它可航水域的灾难、危险和意外事故；c Perils; dangers and accidents of the sea or other navigable waters.d 天灾；d Act of God.e 战争行为；e Act of war.f 公敌行为；f Act of public enemies.g 君主、当权者或人民的扣留或管制;或依法扣押；g Arrest or restraint or princes; rulers or people; or seizure under legal process.h 检疫限制；h Quarantine restrictions.i 托运人或货主、其代理人或代表的行为或不行为；i Act or omission of the shipper or owner of the goods; his agent or representative.j 不论由于任何原因所引起的局部或全面罢工、关厂停止或限制工作；j Strikes or lockouts or stoppage or restraint of labour from whatever cause; whether partial or general.k 暴动和骚乱；k Riots and civil commotions.l 救助或企图救助海上人命或财产；l Saving or attempting to save life or property at sea.m 由于货物的固有缺点、质量或缺陷引起的体积或重量亏损;或任何其它灭失或损坏；m Wastage in bulk or weight or any other loss or damage arising from inherent defect; quality or vice of the goods.n 包装不充分；n Insufficiency of packing.o 标志不清或不当；o Insufficiency or inadequacy of marks.p 虽克尽职责亦不能发现的潜在缺点；p Latent defects not discoverable by due diligence.q 非由于承运人的实际过失或私谋;或者承运人的代理人;或雇佣人员的过失或疏忽所引起的其它任何原因；但是要求引用这条免责利益的人应负责举证;证明有关的灭失或损坏既非由于承运人的实际过失或私谋;亦非承运人的代理人或雇佣人员的过失或疏忽所造成；q Any other cause arising without the actual fault or privity of the carrier; or without the actual fault or neglect of the agents or servants of the carrier; but the burden of proof shall be on the person claiming the benefit of this exception to show that neither the actual fault or privity of the carrier nor the fault or neglect of the agents or servants of the carrier contributed to the loss or damage.3. 对于任何非因托运人、托运人的代理人或其雇佣人员的行为、过失或疏忽所引起的使承运人或船舶遭受的灭失或损坏;托运人不负责任..3. The shipper shall not be responsible for loss or damage sustained by the carrier or the ship arising or resulting from any cause without the act; fault or neglect of the shipper; his agents or his servants.4. 为救助或企图救助海上人命或财产而发生的绕航;或任何合理绕航;都不能作为破坏或违反本公约或运输合同的行为；承运人对由此而引起的任何灭失或损害;都不负责..4. Any deviation in saving or attempting to save life or property at sea or any reasonable deviation shall not be deemed to be an infringement or breach of this Convention or of the contract of carriage; and the carrier shall not be liable for any loss or damage resulting therefrom.5. 承运人或是船舶;在任何情况下对货物或与货物有关的灭失或损害;每件或每计费单位超过一百英镑或与其等值的其他货币的部分;都不负责；但托运人于装货前已就该项货物的性质和价值提出声明;并已在提单中注明的;不在此限..5. Neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connexion with goods in an amount exceeding 100 pounds sterling per package or unit; or the equivalent of that sum in other currency unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the bill of lading.该项声明如经载入提单;即作为初步证据;但它对承运人并不具有约束力或最终效力..This declaration if embodied in the bill of lading shall be prima facie evidence; but shall not be binding or conclusive on the carrier.经承运人、船长或承运人的代理人与托运人双方协议;可规定不同于本款规定的另一最高限额;但该最高限额不得低于上述数额..By agreement between the carrier; master or agent of the carrier and the shipper another maximum amount than that mentioned in this paragraph may be fixed; provided that such maximum shall not be less than the figure above named.如承运人在提单中;故意谎报货物性质或价值;则在任何情况下;承运人或是船舶;对货物或与货物有关的灭失或损害;都不负责..Neither the carrier nor the ship shall be responsible in any event for loss or damage to; or in connexion with; goods if the nature or value thereof has been knowingly misstated by the shipper in the bill of lading.6．承运人、船长或承运人的代理人对于事先不知性质而装载的具有易燃、爆炸或危险性的货物;可在卸货前的任何时候将其卸在任何地点;或将其销毁;或使之无害;而不予赔偿；该项货物的托运人;应对由于装载该项货物而直接或间接引起的一切损害或费用负责..如果承运人知道该项货物的性质;并已同意装载;则在该项货物对船舶或货载发生危险时;亦得同样将该项货物卸在任何地点;或将其销毁;或使之无害;而不负赔偿责任;但如发生共同海损不在此限..6. Goods of an inflammable; explosive or dangerous nature to the shipment whereof the carrier; master or agent of the carrier has not consented with knowledge of their nature and character; may at any time before discharge be landed at any place; or destroyed or rendered innocuous by the carrier without compensation and the shipper of such goods shall be liable for all damage and expenses directly or indirectly arising out of or resulting from such shipment. If any such goods shipped with such knowledge and consent shall become a danger to the ship or cargo; they may in like manner be landed at any place; or destroyed or rendered innocuous by the carrier without liability on the part of the carrier except to general average; if any.第五条 Article 5承运人可以自由地全部或部分放弃本公约中所规定的他的权利和豁免;或增加他所应承担的任何一项责任和义务..但是这种放弃或增加;须在签发给托运人的提单上注明..A carrier shall be at liberty to surrender in whole or in part all or any of his rights and immunities or to increase any of his responsibilities and obligations under this Convention; provided such surrender or increase shall be embodied in the bill of lading issued to the shipper.本公约的规定;不适用于租船合同;但如果提单是根据租船合同签发的;则上述提单应符合本公约的规定..本公约中的任何规定;都不得妨碍在提单中加注有关共同海损的任何合法条款..The provisions of this Convention shall not be applicable to charter parties; but if bills of lading are issued in the case of a ship under a charter party they shall comply withthe terms of this Convention. Nothing in these rules shall be held to prevent the insertion in a bill of lading of any lawful provision regarding general average.第六条 Article 6虽有前述各条规定;只要不违反公共秩序;承运人、船长或承运人的代理人得与托运人就承运人对任何特定货物应负的责任和应尽的义务;及其所享受的权利与豁免;或船舶适航的责任等;以任何条件;自由地订立任何协议..或就承运人雇佣人员或代理人在海运货物的装载、搬运、积载、运送、保管、照料和卸载方面应注意及谨慎的事项;自由订立任何协议..但在这种情况下;必须是未曾签发或将不签发提单;而且应将上述协议的条款载入不得转让并注明这种字样的单证内..Notwithstanding the provisions of the preceding Articles; a carrier; master or agent of the carrier and a shipper shall in regard to any particular goods be at liberty to enter into any agreement in any terms as to the responsibility and liability of the carrier for such goods; and as to the rights and immunities of the carrier in respect of such goods; or his obligation as to seaworthiness; so far as this stipulation is not contrary to public policy; or the care or diligence of his servants or agents in regard to the loading; handling; stowage; carriage; custody; care and discharge of the goods carried by sea; provided that in this case no bill of lading has been or shall be issued and that the terms agreed shall be embodied in a receipt which shall be a non-negotiable document and shall be marked as such.这样订立的任何协议;都具有完全的法律效力..Any agreement so entered into shall have full legal effect.但本条规定不适用于依照普通贸易程序成交的一般商业货运;而仅在拟装运的财物的性质和状况;或据以进行运输的环境、条款和条件;有订立特别协议的合理需要时;才能适用..Provided that this Article shall not apply to ordinary commercial shipments made in the ordinary course of trade; but only to other shipments where the character or condition of the property to be carried or the circumstances; terms and conditions under which the carriage is to be performed are such as reasonably to justify a special agreement.第七条 Article 7本条约中的任何规定;都不妨碍承运人或托运人就承运人或船舶对海运船舶所载货物于装船以前或卸船以后所受灭失或损害;或与货物的保管、照料和搬运有关的灭失或损害所应承担的责任与义务;订立任何协议、规定、条件、保留或免责条款..Nothing herein contained shall prevent a carrier or a shipper from entering into any agreement; stipulation; condition; reservation or exemption as to the responsibility and liability of the carrier or the ship for the loss or damage to; or in connexion with; the custody and care and handling of goods prior to the loading on; and subsequent to; the discharge from the ship on which the goods are carried by sea.第八条 Article 8本公约各条规定;都不影响有关海运船舶所有人责任限制的任何现行法令所规定的承运人的权利和义务..The provisions of this Convention shall not affect the rights and obligations of the carrier under any statute for the time being in force relating to the limitation of the liability of owners of sea-going vessels.第九条 Article 9本公约所提到的货币单位为金价..The monetary units mentioned in this Convention are to be taken to be gold value.凡缔约国中不以英镑作为货币单位的;得保留其将本公约所指的英镑数额以四舍五入的方式折合为本国货币的权利..Those contracting States in which the pound sterling is not a monetary unit reserve to themselves the right of translating the sums indicated in this Convention in terms of pound sterling into terms of their own monetary system in round figures.各国法律可以为债务人保留按船舶抵达卸货港之日通知的兑换率;以本国货币偿清其有关货物的债务的权利..The national laws may reserve to the debtor the right of discharging his debt in national currency according to the rate of exchange prevailing on the day of the arrival of the ship at the port of discharge of the goods concerned.第十条 Article 10本公约和各项规定;适用于在任何缔约国所签发的一切提单..The provisions of this Convention shall apply to all bills of lading issued in any of the contracting States.第十一条 Article 11自本公约签字之日起不超过二年的期限内;比利时政府应与已声明拟批准本公约的缔约国保持联系;以便决定是否使本公约生效..批准书应于各缔约国协商确定的日期交存于布鲁塞尔..首次交存的批准书应载入由参加国代表及比利时外交部长签署的议定书内..After an interval of not more than two years from the day on which the Convention is signed; the Belgian Government shall place itself in communication with the Governments of the High Contracting Parties which have declared themselves prepared to ratify the Convention; with a view to deciding whether it shall be put into force. The ratifications shall be deposited at Brussels at a date to be fixed by agreement among the said Governments. The first deposit of ratifications shall be recorded in a procès-verbal signed by the representatives of the Powers which take part therein and by the Belgian Minister of Foreign Affairs.以后交存的批准书;应以书面通知送交比利时政府;并随附批准文件..The subsequent deposit of ratifications shall be made by means of a written notification; addressed to the Belgian Government and accompanied by the instrument of ratification.比利时政府;应立即将有关记载首次交存批准书的议定书和上段所指的通知;随附批准书等的核证无误的副本;通过外交途径送交已签署本公约或已加入本公约的国家..在上段所指情况下;比利时政府应于收到通知的同时;知照各国..A duly certified copy of the procès-verbal relating to the first deposit of ratifications; of the notifications referred to in the previous paragraph; and also of the instruments of ratification accompanying them; shall be immediately sent by the Belgian Government through the diplomatic channel to the Powers who have signed this Convention or who have acceded to it. In the cases contemplated in the preceding paragraph; the said Government shall inform them at the same time of the date on which it received the notification.第十二条 Article 12凡未签署本公约的国家;不论是否已出席在布鲁塞尔召开的国际会议;都可以加入本公约..Non-signatory States may accede to the present Convention whether or not they have been represented at the International Conference at Brussels.拟加入本公约的国家;应将其意图用书面通知比利时政府;并送交其加入的文件;该项文件应存放在比利时政府档案库..A State which desires to accede shall notify its intention in writing to the Belgian Government; forwarding to it the document of accession; which shall be deposited in the archives of the said Government.比利时政府应立即将加入本公约通知书的核证无误的副本;分送已签署本公约或已加入本公约的国家;并注明它收到上述通知的日期..The Belgian Government shall immediately forward to all the States which have signed or acceded to the Convention a duly certified copy of the notification and of the act of accession; mentioning the date on which it received the notification.第十三条 Article 13缔约国的签署、批准或加入本公约时;可以声明其接受本公约并不包括其任何或全部自治领或殖民地、海外属地、保护国或在其主权或权力管辖下的地域；并且可以在此后代表这些声明中未包括的任何自治领或殖民地、海外属地、保护国或地域将分别加入本公约..各缔约国还可以根据本公约的规定;代表其任何自治领或殖民地、海外属地、保护国或其主权或权力管辖下的地域将分别声明退出本公约..The High Contracting Parties may at the time of signature; ratification or accession declare that their acceptance of the present Convention does not include any or all of the self-governing dominions; or of the colonies; overseas possessions; protectorates or territories under their sovereignty or authority; and they may subsequently accede separately on behalf of any self-governing dominion; colony; overseas possession; protectorate or territory excluded in their declaration. They may also denounce the Convention separately in accordance with its provisions in respect of anyself-governing dominion; or any colony; overseas possession; protectorate or territory under their sovereignty or authority.第十四条 Article 14本公约在首批交存批准书的各国之间;于议定书记载此项交存之日起一年后开始生效..此后批准或加入本公约的各国或根据第十三条规定使公约生效的各国;于此比利时政府收到第十一条第2款及第十二条第2段所指的通知六个月后生效..The present Convention shall take effect; in the case of the States which have taken part in the first deposit of ratifications; one year after the date of the protocol recording such deposit.As respects the States which ratify subsequently or which accede; and also in cases in which the Convention is subsequently put into effect in accordance with Article 13; it shall take effect six months after the notifications specified in paragraph 2 of Article 11 and paragraph 2 of Article 12 have been received by the Belgian Government.第十五条Article 15如有缔约国欲退出本公约;应用书面通知比利时政府;比利时政府立即将核证无误的通知副本分送其他国家;并注明其收到上述通知的日期..In the event of one of the contracting States wishing to denounce the present Convention; the denunciation shall be notified in writing to the Belgian Government; which shall immediately communicate a duly certified copy of the notification to all the other States; informing them of the date on which it was received.这种退出只对提出通知的国家有效;生效日期从上述通知送达比利时政府之日起一年以后开始..The denunciation shall only operate in respect of the State which made the notification; and on the expiry of one year after the notification has reached the Belgian Government.第十六条 Article 16任何一个缔约国都有权就考虑修改本公约事项;请求召开新的会议..Any one of the contracting States shall have the right to call for a fresh conference with a view to considering possible amendments.欲行使此项权利的国家;应通过比利时政府将其意图通知其他国家;由比利时政府安排召开会议事宜..A State which would exercise this right should notify its intention to the other States through the Belgian Government; which would make arrangements for convening the Conference.一九二四年八月二十五日订于布鲁塞尔;计一份..DONE at Brussels; in a single copy; August 25th; 1924.PROTOCOL OF SIGNATUREAt the time of signing the International Convention for the Unification of Certain Rules of Law relating to Bills of Lading the Plenipotentiaries whose signatures appear below have adopted this Protocol; which will have the same force and the same value as if its provisions were inserted in the text of the Convention to which it relates.The High Contracting Parties may give effect to this Convention either by giving it the force of law or by including in their national legislation in a form appropriate to that legislation the rules adopted under this Convention.They may reserve the right:1. To prescribe that in the cases referred to in paragraph 2c to p of Article 4 the holder of a bill of lading shall be entitled to establish responsibility for loss or damage。
比较海牙规则、维斯比规则、汉堡规则和鹿特丹规则表格形式
几乎没有免责的 机会，采用承运 人完全过失责任 原则，并且废除 了承运人“管船 过失”免责和“火 灾过失”免责。
新设容
1.明确了 “喜 马拉雅条 款”法律地 位；
2.增加了 “集 装箱条款”
电子运输记录
诉讼时效延长， 货物灭失或损害 的诉讼时效为1年，从交付货物 或应当交付货物 时起算。诉讼事 由发生后，只要 双方当事人同 意，这一诉讼期 限可以延长。对 于追偿时效，在 规定的1年期满 之后，只要是在 受理案件的法院 的法律准许期 间，便可向第二 方提起索赔诉 讼，但是准许时 间自提起诉讼的 人已经解决原索 赔案件，或向其 本人送达起诉状 之日起算起，不 得少于3个月。
承运人的义务
两项最低限度的 义务---“管船”
“管货”
进一步规疋，如 果损失是由于承 运人蓄意造成 的，或者知道很
将承运人的适航 义务扩展至整个 航次期间，使承 运人对货物的灭
可能会造成这一 损害而毫不在意 的行为或不行为 弓1起的，则承运 人无权享受责任 限制的权利
失、损坏可以免 责的情形大大减 少，甚至承运人 几乎没有免责的 机会。
根据《汉堡规则》 的规定，凡《海 牙规则》和/或
《维斯比规则》 的成员，在加入
《汉堡规则》时， 必须声明退出以 上两个条约。
适用于任何方式 的运输合同，只 要其中有部分运 输是通过海运完 成的即可。此外，运输合同还必须 和缔约国有地理 上的联系，即只 要运输合同约定 的收货地、装货 港、交货地或卸 货港之一位于一 个缔约国之，公 约就适用。
四大海上运输规则对比
名称
《海牙规则》
Hale Waihona Puke (TheHagueRules)
《鹿特丹规则》与《海牙规则》《汉堡规则》《维斯比规则》的对比
《鹿特丹规则》与《海牙规则》《汉堡规则》《维斯比规则》的对比一、承运人的责任基础不同《海牙规则》下,承运人的责任基础是“不完全过失责任”,如在航海过失造成的损失可以免责。
《维斯比规则》下,承运人的责任基础是“不完全过失责任”。
《汉堡规则》则对海牙规则进行了全面彻底的修改,采用了推定过失责任与举责任相结合的完全过失责任制,即完全过失责任。
明显的扩大责任人的责任。
《鹿特丹规则》也采用了完全过失责任,废除了现行的“航海过失”免责和“火灾过失”免责。
但其对举证责任分配的规定不同于《汉堡规则》。
承运人除了证明自己没有过失外,还可以通过证明存在一项或多项免责事项免除其对货物的赔偿责任,除非索赔方可以证明免责事项的产生是归因于承运人的过失。
《海牙规则》下承运人的基本义务是,谨慎处理使船舶适航和妥善管理货物的义务。
《鹿特丹规则》原则上秉承了上述规定,但其具体义务内容有所不同。
二、承运人的最高责任赔偿限额不同《海牙规则》第四条规定船东或承运人对货物或与货物有关的灭失或损坏的赔偿金额不超过每件或每单位100英镑或相当于100英镑的等值货币。
《维斯比规则》将最高赔偿金额提高为每件或每单位10000金法郎或按灭失或受损货物毛重计算,每公斤30金法郎,两者以较高金额的为准。
同时明确一个金法郎是一个含有66.5毫克黄金,纯度为千分之九百的单位。
《汉堡规则》再次将承运人的最高赔偿责任增加至每件或每货运单位835特别提款权(Special Drawing Rights,SDR或称记帐单位)或每公斤2.5特别提款权,两者以金额高的为准。
其次,对灭失或损害货物的计量方法越来越合理。
《海牙规则》是以每件或每单位来计量货物。
随着托盘、集装箱等成组化运输方式的发展,这种计量方式的弊端逐渐显现。
《维斯比规则》和《海牙规则》都规定如果以集装箱或托盘或类似集装运输工具运送货物,当提单内载明运输工具内货物的包数或件数时,以集装箱或托盘所载货物的每一小件为单位,逐件赔偿;当提单内未载明货物具体件数时,则以一个集装箱或一个托盘作为一件货物进行赔偿。
比较海牙规则、维斯比规则、汉堡规则和鹿特丹规则表格形式
四大海上运输规则对比名称《海牙规则》(The HagueRules) 《维斯比规则》（The VisbyRules)《汉堡规则》(The HamburgRules)《鹿特丹规则》（TheRotterdamRules）颁布时间1924年1968年1978年2008年效力已生效已生效已生效尚未生效诞生背景早期，作为最大货主的美国于1893年通过了《哈特法》（Harter Act），这部法律最大特点就在于对免责的限制。
哈特法这种规定对航运界产生重大影响，并为1924年海牙规则所接受。
随着国际政治、经济形势的变化，以及航海、造船技术日新月异的进步，使海上运输方式发生了重大变革，特别是集装箱运输方式的出现和迅猛发展，《海牙规则》的容已不适应新形势发展的需要。
尤其关于承运人的大量免责条款明显偏袒船方利益，通货膨胀的现实使100英镑的赔偿限额明显过低等原因，到了50年代未，要求修改《海牙规则》的呼声日渐强烈。
为了彻底纠正海运关系中承运人与货主间权利义务失衡的状况。
随着《汉堡规则》的生效，使得海上货物运输合同领域的立法日趋复杂，而国际航海上货物运输法律领域的不统一间接影响贸易的顺利进行，增加因为法律不确定性导致的诉讼成本。
突出特点偏重保护承运人的利益，有利于航运业发达的国家扩大了《海牙规则》的适用围，提高了承运人的赔偿限额，对《海牙规则》进行的修改和补充并未触及其基本制度加重了承运人的责任旨在取代上述三个公约，以真正实现海上货物运输法律制度的国际统一加入成员75个30个34个24个签字国，只有西班牙递交了批准书适用围仅适用于在缔约国签发的提单。
在缔约国签发的提单；货物在一个缔约国的港口起运；提单载明或为提单所证明的合同规定，该合同受公约的各项规则或者使公约生效的任何一个国家的立法所约束，不论承运人、托运人或者任何其他有关人员的国籍如何。
即只要当事人自愿选择适用，则该提单或运输合同就要受《维斯比规则》的约束根据《汉堡规则》的规定，凡《海牙规则》和/或《维斯比规则》的成员，在加入《汉堡规则》时，必须声明退出以上两个条约。
分项比较海牙规则、维斯比规则、汉堡规则和我国海商法
用于海上货物运输的任何船舶。
海船和其他海上移动式装置,但是用于军事的、政府公务的船舶和20总吨以下的小型船艇除外。包括船舶属具。
承运人
包括与托运人订有运输契约的船舶所有人或者承租人。
其本人或者委托他人以本人名义与托运人订立海上货物运输合同的任何人。
承运人最低限度义务
第3条
1、承运人有义务在开航前和开航当时克尽职责，以便：（1）航；（2）妥善地配备船员、装备船舶和配备供应物品；（3）使货舱、冷藏舱、冷气舱和该船其他载货处所适于并能安全收受、载运和保管货物。
取消“航行过失”等免责条款，仅保留火灾偿责任限额
第8条：在任何情况下每件或每单位不得超过100英镑，但托运人于装货前已声明该货物的性质和价值，并在提单上注明者不在此限。
第二条：双重责任限额。承运人对货物以每件或每单位1000金法郎或每公斤30金法郎为限，高者为准。
仍然采用双轨制。每件或每单位835SDR，或每公斤2.5SDR，以高者为准。
免责事项
《海牙规则》规定的承运人的免责共有17项，依第4条第2款的规定，对由于下列原因引起或造成的货物的灭失或损害，承运人不负责任：（1）船长、船员、引水员或承运人的雇用人在驾驶或管理船舶中的行为、疏忽或不履行职责；（2）火灾，但由于承运人实际过失或私谋所造成者除外；（3）海上或其他可航水域的风险、危险或意外事故；（4）天灾；（5）战争行为；（6）公敌行为；（7）君主、统治者或人民的扣留或拘禁或依法扣押；（8）检疫限制；（9）货物托运人或货主、其代理人或代表的行为或不行为；（10）不论由于何种原因引起的局部或全面的罢工、关厂、停工或劳动力受到限制；（11）暴乱、和民变；（12）救助或企图救助海上人命或财产；（13）由于货物的因有瑕疵、性质或缺陷所造成的容积或重量的损失，或任何其他灭失或损害；（14）包装不当；（15）标志不清或不当；（16）尽适当的谨慎所不能发现的潜在缺陷；（17）不是由于承运人的实际过失或私谋，或是承运人的代理人或受雇人员的过失或疏忽所引起的任何其他原因
国际海运公约(海牙规则、维斯比规则、汉堡规则、鹿特丹规则)
许多国家都加入了这个公约。有的国家仿效英国 的作法，通过国内立法使之国内法化；有的国家 根据这一公约的基本精神，另行制定相应的国内 法；还有些国家虽然没有加入这一公约，但他们 的一些船公司的提单条款也采用了这一公约的精 神。所以，这一公约是海上货物运输中有关提单 的最重要的和仍普遍被采用的国际公约。
一、《海牙规则》概述
上海海洋大学 高职学院
2、适用范围
❖ 《海牙规则》第五条第二款规定：“本公约的规定， 不适用于租船合同，但如果提单是根据租船合同签 发的，则它们应符合公约的规定。”同时该规则第 十条规定：“本公约的各项规定，应适用于在任何 缔约国内所签发的一切提单。”
上海海洋大学 高职学院
3、特点
海牙规则 维斯比规则 汉堡规则 鹿特丹规则
《国际海运规则》
上海海洋大学 高职学院
国际海运公约
海牙规则 维斯比规则 汉堡规则 鹿特丹规则
上海海洋大学 高职学院
《海牙规则》
一、《海牙规则》概述 二、承运人的最低责任限度 三、承运人的免》概述
上海海洋大学 高职学院
❖ 中国虽然没有加入该公约，但却把它作为制定中 国《海商法》的重要参考依据；中国不少船公司 的提单条款也采纳了这一公约的精神。所以， 《海牙规则》堪称现今海上货物运输方面最重要 的国际公约。
上海海洋大学 高职学院
5、存在的问题 ❖ 较多地维护了承运人的利益，在免责条款和最高
“承运人必须在开航前和开航当时，谨慎处理，使 航船处于适航状态，妥善配备合格船员，装备船舶和
配备供应品；使货舱、冷藏舱和该船其他载货处所能 适当而安全地接受、载运和保管货物。”该条第二款 规定：“承运人应妥善地和谨慎地装载、操作、积载、 运送、保管、照料与卸载。”即提供适航船舶，妥善
Protocol to Amend the International Convention for the Unification…… 维斯比规则英文版
PROTOCOL TO AMEND THE INTERNATIONAL CONVENTION FOR THE UNIFICATION OF CERTAIN RULES OF LAW RELATING TO BILLS OF LADING SIGNED IN BRUSSELS ON 25AUGUST 1924 ("VISBY RULES")(Brussels, 23 February 1968)THE CONTRACTING PARTIES,CONSIDERING that it is desirable to amend the International Convention for the unification of certain rules of law relating to Bills of Lading, signed at Brussels on 25th August 1924,HAVE AGREED as follows:Article 11. In Article 3, paragraph 4, shall be added:"However, proof to the contrary shall not be admissible when the Bill of Lading hasbeen transferred to a third party acting in good faith".2. In Article 3, paragraph 6, sub-paragraph 4 shall be deleted and replaced by:"Subject to paragraph 6bis the carrier and the ship shall in any event be dischargedfrom all liability whatsoever in respect of the goods, unless suit is brought withinone year of their delivery or of the date when they should have been delivered.This period may, however, be extended if the parties so agree after the cause ofaction has arisen".3. In Article 3, after paragraph 6, shall be added the following paragraph 6bis:"An action for indemnity against a third person may be brought even after theexpiration of the year provided for in the preceding paragraph if brought within thetime allowed by the law of the Court seized of the case. However, the time allowedshall be not less than three months, commencing from the day when the personbringing such action for indemnity has settled the claim or has been served withprocess in the action against himself".Article 21. Article 4, paragraph 5, shall be deleted and replaced by the following:"(a) Unless the nature and value of such goods have been declared by the shipperbefore shipment and inserted in the Bill of Lading, neither the carrier nor the shipshall in any event be or become liable for any loss or damage to or in connectionwith the goods in an amount exceeding the equivalent of 10,000 francs perpackage or unit or 30 francs per kilo of gross weight of the goods lost or damaged,whichever is the higher.(b) The total amount recoverable shall be calculated by reference to the value ofsuch goods at the place and time at which the goods are discharged from the shipin accordance with the contract or should have been so discharged.The value of the goods shall be fixed according to the commodity exchange price,or, if there be no such price, according to the current market price, or, if there be nocommodity exchange price or current market price, by reference to the normalvalue of goods of the same kind and quality.(c) Where a container, pallet or similar article of transport is used to consolidategoods, the number of packages or units enumerated in the Bill of Lading as packedin such article of transport shall be deemed the number of packages or units for thepurpose of this paragraph as far as these packages or units are concerned. Exceptas aforesaid such article of transport shall be considered the package or unit.(d) A franc means a unit consisting of 65.5 milligrammes of gold of millesimalfineness 900'. The date of conversion of the sum awarded into national currenciesshall be governed by the law of the Court seized of the case.(e) Neither the carrier nor the ship shall be entitled to the benefit of the limitation ofliability provided for in this paragraph if it is proved that the damage resulted froman act or omission of the carrier done with intent to cause damage, or recklesslyand with knowledge that damage would probably result.(f) The declaration mentioned in sub-paragraph (a) of this paragraph, if embodiedin the Bill of Lading, shall be prima facie evidence, but shall not be binding orconclusive on the carrier.(g) By agreement between the carrier, master or agent of the carrier and theshipper other maximum amounts than those mentioned in sub-paragraph (a) of thisparagraph may be fixed, provided that no maximum amount so fixed shall be lessthan the appropriate maximum mentioned in that sub-paragraph.(h) Neither the carrier nor the ship shall be responsible in any event for loss ordamage to, or in connection with, goods if the nature or value thereof has beenknowingly mis-stated by the shipper in the Bill of Lading".Article 31. Between Articles 4 and 5 of the Convention shall be inserted the following Article 4bis:"1. The defences and limits of liability provided for in this Convention shall apply inany action against the carrier in respect of loss or damage to goods covered by acontract of carriage whether the action be founded in contract or in tort.2. If such an action is brought against a servant or agent of the carrier (suchservant or agent not being an independent contractor), such servant or agent shallbe entitled to avail himself of the defences and limits of liability which the carrier isentitled to invoke under this Convention.3. The aggregate of the amounts recoverable from the carrier, and such servantsand agents, shall in no case exceed the limit provided for in this Convention.4. Nevertheless, a servant or agent of the carrier shall not be entitled to availhimself of the provisions of this Article, if it is proved that the damage resulted froman act or omission of the servant or agent done with intent to cause damage orrecklessly and with knowledge that damage would probably result".Article 41. Article 9 of the Convention shall be deleted and replaced by the following:"This Convention shall not affect the provisions of any international Convention ornational law governing liability for nuclear damage".Article 51. Article 10 of the Convention shall be deleted and replaced by the following:"The provisions of this Convention shall apply to every Bill of Lading relating to thecarriage of goods between ports in two different States if:(a) the Bill of Lading is issued in a Contracting State,or(b) the carriage is from a port in a Contracting State,or(c) the contract contained in or evidenced by the Bill of Lading provides that therules of this Convention or legislation of any State giving effect to them are togovern the contract whatever may be the nationality of the ship, the carrier, theshipper, the consignee, or any other interested person.Each Contracting State shall apply the provisions of this Convention to the Bills ofLading mentioned above.This Article shall not prevent a Contracting State from applying the rules of thisConvention to Bills of Lading not included in the preceding paragraphs".Article 61. As between the Parties to this Protocol the Convention and the Protocol shall be read and interpreted together as one single instrument.A Party to this Protocol shall have no duty to apply the provisions of this Protocol to Bills of Lading issued in a State which is a Party to the Convention but which is not a Party to this Protocol.Article 71. As between the Parties to this Protocol, denunciation by any of them of the Convention in accordance with Article 15 thereof, shall not be construed in any way as a denunciation of the Convention as amended by this Protocol.Article 81. Any dispute between two or more Contracting Parties concerning the interpretation or application of the Convention which cannot be settled through negotiation, shall, at the request of one of them, be submitted to arbitration. If within six months from the date of the request for arbitration the Parties are unable to agree on the organization of the arbitration, any one of those Parties may refer the dispute to the International Court of Justice by request in conformity with the Statute of the Court.Article 91. Each Contracting Party may at the time of signature or ratification of this Protocol or accession thereto, declare that it does not consider itself bound by Article 8 of this Protocol. The other Contracting Parties shall not be bound by this Article with respect to any Contracting Party having made such a reservation.2. Any Contracting Party having made a reservation in accordance with paragraph 1 may at any time withdraw this reservation by notification to the Belgian Government.Article 101. This Protocol shall be open for signature by the States which have ratified the Convention or which have adhered thereto before the 23rd February 1968, and by any State represented at the twelfth session (1967-1968) of the Diplomatic Conference on Maritime Law.Article 111. This Protocol shall be ratified.2. Ratification of this Protocol by any State which is not a Party to the Convention shall have the effect of accession to the Convention.3. The instruments of ratification shall be deposited with the Belgian Government.Article 121. States, Members of the United Nations or Members of the specialized agencies of the United Nations, not represented at the twelfth session of the Diplomatic Conference on Maritime Law, may accede to this Protocol.2. Accession to this Protocol shall have the effect of accession to the Convention.3. The instruments of accession shall be deposited with the Belgian Government.Article 131. This Protocol shall come into force three months after the date of the deposit of ten instruments of ratification or accession, of which at least five shall have been deposited by States that have each a tonnage equal or superior to one million gross tons of tonnage.2. For each State which ratifies this Protocol or accedes thereto after the date of deposit of the instrument of ratification or accession determining the coming into force such as is stipulated in paragraph (1) of this Article, this Protocol shall come into force three months after the deposit of its instrument of ratification or accession.Article 141. Any Contracting State may denounce this Protocol by notification to the Belgian Government.2. This denunciation shall have the effect of denunciation of the Convention.3. The denunciation shall take effect one year after the date on which the notification has been received by the Belgian Government.Article 151. Any Contracting State may at the time of signature, ratification or accession or at any time thereafter declare by written notification to the Belgian Government which among the territories under its sovereignty or for whose international relations it is responsible, are those to which the present Protocol applies.The Protocol shall three months after the date of the receipt of such notification by the Belgian Government extend to the territories named therein, but not before the date of the coming into force of the Protocol in respect of such State.2. This extension also shall apply to the Convention if the latter is not yet applicable to those territories.3. Any Contracting State which has made a declaration under paragraph (1) of this Article may at any time thereafter declare by notification given to the Belgian Government that the Protocol shall cease to extend to such territory. This denunciation shall take effect one year after the date on which notification thereof has been received by the Belgian Government; it also shall apply to the Convention.Article 161. The Contracting Parties may give effect to this Protocol either by giving it the force of law or by including in their national legislation in a form appropriate to that legislation the rules adopted under this Protocol.Article 17The Belgian Government shall notify the States represented at the twelfth session (1967-1968) of the Diplomatic Conference on Maritime Law, the acceding States to this Protocol, and the States Parties to the Convention, of the following:1. The signatures, ratifications and accessions received in accordance with Articles 10, 11 and 12.2. The date on which the present Protocol will come into force in accordance with Article 13.3. The notifications with regard to the territorial application in accordance with Article 15.4. The denunciations received in accordance with Article 14.IN WITNESS WHEREOF the undersigned Plenipotentiaries, duly authorized, have signed this Protocol.DONE at Brussels, this 23rd day of February 1968, in the French and English languages, both texts being equally authentic, in a single copy, which shall remain deposited in the archives of the Belgian Government, which shall issue certified copies。
海牙规则、维斯比规则、汉堡规则、鹿特丹规则与中国海商法的比较讲解学习
高者为准
每件或每单位666.67特别提款权，或每公斤2特别提款权。（同1968维斯比规则）
每件或每个其他货运单位875个计算单位或者每公斤3个计算单位以其中较高限额为准
索赔时效
（除斥期间）
（1）提货时发现，当时提出
（2）损害不明显，3日内提出
包括火灾过失免责、
避免对环境产生危害
（共15项）
责任期间
钩至钩
收到交
（1）散货，装到卸
（2）集装箱输，接到交
接收到交付
赔偿限额
每件或每单位不超过100英镑
每件或每单位1万金法郎，毛重每公斤30金法郎，高者为准（在《海牙-维斯比议定书》中将单位改为特别提款权，即每件或每单位666.67特别提款权，或毛重每公斤2特别提款权）
1）提货时发现，次日提出
（2）损害不明显，15日内提出
（3）迟延交付应在收到货后连续60天内提出
1）提货时发现，当时提出
（2）损害不明显7日内提出，集装箱15日内提出
（3）迟延交付应在收到货后连续60天内提出
（1）灭失或损坏不明想时，7日内
（2）延迟交付在收货后21个连续日内提出
诉讼时效
1年，自货物交付或应当交付之日起算
公约适用范围
（1）适用于缔约国签发的一切提单
（2）租船合同项下的提单（注意不适用于租船合同
（1）任何缔约国签发的提单
（2）从缔约国港口起运
（3）提单中列有首要条款（即当事人选择适用该公约）
1）任何缔约国签发的提单
（2）当事人合意选择该公约
（3）装货港、卸货港、备选卸货港位于缔约国
（4）租船合同项下的提单
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《维斯比规则》（Visby Rules）-《维斯比规则》是《修改统一提单若干法律规定的国际公约议定书》（Protocol to Amend theInternationalConvention forthe Unification of Certain Rules of LawRelatingtoBillsoflading）的简称。
于1968年6月23日在布鲁塞尔外交会议上通过，自1977年6月23日生效。
截止1996年9月，参加该规则的国家共有29个，其中包括英国、法国、德国、荷兰、西班牙、挪威、瑞典、瑞士、意大利和日本等主要航运国家。
一、制定《维斯比规则》的背景《海牙规则》自1931年生效实施后，得到了国际航运界普遍接受，它的历史作用在于使国际海上货物运输有法可依，统一了海上货物运输中的提单条款，对提单的规范化起到了积极作用，基本上缓和了当时承运方和托运方之间的矛盾，促进了国际贸易和海上运输事业的发展。
但随着国际政治、经济形势的变化，以及航海、造船技术日新月异的进步，使海上运输方式发生了重大变革，特别是集装箱运输方式的出现和迅猛发展，《海牙规则》的内容已不适应新形势发展的需要。
尤其关于承运人的大量免责条款明显偏袒船方利益，通货膨胀的现实使100英镑的赔偿限额明显过低等原因，到了50年代未，要求修改《海牙规则》的呼声日渐强烈。
基于上述这种形势，国际海事委员会于1959年在南斯拉夫的里吉卡举行第二十四届大会，会上决定成立小组委员会负责修改《海牙规则》。
根据各国代表对修改《海牙规则》的建议，1963年小组委员会草拟了修改《海牙规则》的议定书草案，提交给1967年、1968年召开的海事法会议审议，经会议审议通过后，于1968年2月“日在比利时的布鲁塞尔召开的、由53个国家或地区代表参加的第十二届海洋法外交会议上通过，定名为《修改统一提单若干法律规定的国际公约议定书》，并简称为”1968年布鲁塞尔议定书“。
由于该议定书草案在斯德哥尔摩讨论期间，参加会议的成员到过哥特兰岛的维斯比城，为借用中世纪维斯比海法之名声，故将该议定书称为《维斯比规则》（VisbyRules）。
经过议定书修订后的《海牙规则》称为《海牙――维斯比规则》（Hague-VisbyRules）。
该议定书于1977年6月23日生效。
二、《维斯比规则》的主要内容《维斯比规则》共十七条，但只有前六条才是实质性的规定，对《海牙规则》的第三、四、九、十条进行了修改。
其主要修改内容有：1、扩大了规则的适用范围。
《海牙规则》的各条规定仅适用于缔约国所签发的提单。
《维斯比规则》扩大了其适用范围，其中的第五条第三款规定：①在缔约国签发的提单；②货物在一个缔约国的港口起运；③提单载明或为提单所证明的合同规定，该合同受公约的各项规则或者使其生效的任何一个国家的立法所约束，不论承运人、托运人、收货人或任何其他有关人员的国籍如何。
该规定的意思只要提单或为提单所证明的运输合同上有适用《维斯比规则》的规定，该提单或运输合同就要受《维斯比规则》的约束。
2、明确了提单的证据效力。
《海牙规则》第三条第四款规定，提单上载明的货物主要标志、件数或重量和表面状况应作为承运人按其上所载内容收到货物的初步证据。
至于提单转让至第三人的证据效力，未作进一步的规定。
《维斯比规则》为了弥补上述的缺陷，在第一条第一款则补充规定：“……但是，当提单转让至善意的第三人时，与此相反的证据将不能接受。
”这表明对于善意行事的提单受让人来说，提单载明的内容具有最终证据效力。
所谓“善意行事”是指提单受让人在接受提单时并不知道装运的货物与提单的内容有何不符之处，而是出于善意完全相信提单记载的内容。
这就是说，《维斯比规则》确立了一项在法律上禁止翻供的原则，即当提单背书转让给第三者后，该提单就是货物已按上面记载的状况装船的最终证据。
承运人不得借口在签发清洁提单前货物就已存在缺陷或包装不当来对抗提单持有人。
这一补充规定，有利于进一步保护提单的流通与转让，也有利于维持提单受让人或收货人的合法权益。
一旦收货人发现货物与提单记载不符，承运人只能负责赔偿，不得提出任何抗辩的理由。
3、强调了承运人及其受雇人员的责任限制。
海上货物运输合同当事人涉讼多因一方当事人的违约而引起。
但在有些国家承认双重诉讼的权利，即货主在其货物遭受损害时，可以以承运人违反运输合同或以其侵权为由向承运人起诉。
在货主以侵权为由提出诉讼时，承运人便不能引用《海牙规则》中的免责和责任限制的规定。
如果不能对此加以限制，运输法规中的责任限制规定就形同虚设，为进一步强调承运人及其受雇人员享有该权利，《维斯比规则》第三条规定：“本公约规定的抗辩和责任限制，应适用于就运输合同涉及的有关货物的灭失或损坏对承运人提出的任何诉讼，不论该诉讼是以合同为根据还是以侵权行为为根据。
”“如果诉讼是对承运人的受雇人员或代理人（该受雇人员或代理人不是独立订约人）提起的，该受雇人员或代理人也有权援引《海牙规则》规定的承运人的各项抗辩和责任限制。
”“向承运人及其受雇人员或代理人索赔的数额，在任何情况下都不得超过本公约规定的赔偿限额。
”根据以上规定，使得合同之诉和侵权之诉处于相同的地位：承运人的受雇人员或代理人也享有责任限制的权利。
英国法院在审理“喜马拉雅”轮一案时，曾对承运人的受雇人员或代理人能否享受承运人所享受的权利作出否定的判决，认为承运人的受雇人员或代理人无权援引承运人与他人签订的合同中的条款。
所以在此案后，承运人纷纷在提单上规定承运人的受雇人员或代理人可以援引承运人的免责或责任限制。
人们称这一条款为“喜马拉雅条款”。
显然《维斯比规则》的这一规定有利于保护船东的利益。
4、提高了承运人对货物损害赔偿的限额。
《海牙规则》规定承运人对每件或每单位的货物损失的赔偿限额为100英镑，而《维斯比规则》第二条则规定，每件或每单位的赔偿限额提高到10000金法郎，同时还增加一项以受损货物毛重为标准的计算方法，即每公斤为30金法郎，以两者中较高者为准。
采用的金法郎仍以金本位为基础，目的在于防止日后法郎纸币的贬值，一个金法郎是含金纯度为900/1000的黄金65.5毫克的单位。
一旦法郎贬值，仍以上述的黄金含量为计算基础，在《威斯比规则》通过时，10000金法郎大约等于431英镑，与《海牙规则》规定的100英镑相比，这一赔偿限额显然是大大提高了。
这一规定不但提高了赔偿限额，而且创造了一项新的双重限额制度，不但维护了货主的利益，而且这种制度也为以后《汉堡规则》和我国《海商法》所接受。
另外，该规则还规定了丧失赔偿责任限制权利的条件，即如经证实损失是由于承运人蓄意造成，或者知道很可能会造成这一损害而毫不在意的行为或不行为所引起，则承运人无权享受责任限制的权利。
5、增加了“集装箱条款”。
《海牙规则》没有关于集装箱运输的规定。
《威斯比规则》增加“集装箱条款”，以适应国际集装箱运输发展的需要。
该规则第二条第三款规定：“如果货物是用集装箱、托盘或类似的装运器具集装时，则提单中所载明的装在这种装运器具中的包数或件数，应视为本款中所述的包或件数；如果不在提单上注明件数，则以整个集装箱或托盘为一件计算。
”该条款的意思是，如果提单上具体载明在集装箱内的货物包数或件数，计算责任限制的单位就按提单上所列的件数为准；否则，则将一个集装箱或一个托盘视为一件货物。
6、诉讼时效的延长。
《海牙规则》规定，货物灭失或损害的诉讼时效为一年，从交付货物或应当交付货物之日起算。
《维斯比规则》第一条第二款、第三款则补充规定，诉讼事由发生后，只要双方当事人同意，这一期限可以延长，明确了诉讼时效可经双方当事人协议延长的规定。
对于追偿时效则规定，即使在规定的一年期满之后，只要是在受法院法律准许期间之内，便可向第三方提起索赔诉讼。
但是准许的时间自提起诉讼的人已经解决索赔案件，或向其本人送达起诉状之日起算，不得少于三个月。
三、1979年修订《海牙――维斯比规则》的议定书《维斯比规则》规定的承运人责任限制金额计算单位为法郎，并以黄金作为定值标准。
由于黄金本身的价格是根据市场供求关系自由涨落的，所以以金法郎责任限制计算单位的实际价值也不能保持稳定。
针对这一情况，1979年在布鲁塞尔召开有37国代表出席的外交会议上，通过了修订《海牙――维斯比规则》（Thel979Protocol to the HagueRules）议定书。
议定书将承运人责任限制的计算单位，由金法郎改为特别提款权（SpecialDrawingcenter，SDR），按15金法郎折合1SDR.议定书规定承运人的责任限制金额为每件或每单位666.67SDR，或按货物毛重计算每公斤2SDR，两者中以较高者为准。
但国内法规定不能使用特别提款权的缔约国，仍可以金法郎作为计算单位，该议定书于1984年4月开始生效。
特别提款权是国际货币基金组织于1969年创设的，作为国际储备的货币单位。
自1981年1月1日起，特别提款权由5种世界上贸易出口额最高国家的货币，即美元、德国马克、日元、法国法郎和英镑按每5年调整一次的比例构成。
据基金会1990年10月9日新闻公报，自1991年1月1日起，调整特别提款权构成比例为：美元40％，德国马克21％，日元17％，法国法郎11％，英镑11％。
此比例于1995年底以前不变。
特别提款权既为一种账面资产，又为一种联合货币，只是不在市场上流通、兑换。
其价格计算方法：首先将其构成中所含其他4种货币金额，按照当日伦敦外汇市场汇价分别折算为等值美元，然后把所有美元值相加，即得出1单位特别提款权美元值。
此特别提款权价格由世界银行逐日挂牌公布。