【正文】 e on the protection of the carriers’ interests. Relationship between the 3 conventions 《 海牙規(guī)則 》 是海上運輸方面一個十分重要的公約，幾十年來許多國家的航運公司都在其所制發(fā)的提單上規(guī)定采用本規(guī)則，據(jù)以確定承運人在貨物裝船、收受、配載、承運、保管、照料和卸載過程中 所應(yīng)承擔的責(zé)任與義務(wù)，以及其應(yīng)享受的權(quán)利與豁免。目前，對 《 海牙規(guī)則 》 的修改存在兩個方案：一個是代表英國及北歐各傳統(tǒng)海運國家提出的 《 維斯比規(guī)則 》 ，另一個是由聯(lián)合國國際貿(mào)易法委員會所屬國際航運立法工作組提出的代表第三世界和貨方利益的漢堡規(guī)則，由于目前正處在新舊交替過程中，而這三個規(guī)則 在實際的海運業(yè)務(wù)中，分別為有關(guān)國家及其船公司所采用。s liability. This resulted extensive revision on the Hague Rules in l968, known as the HagueVisby Rules. Up till now, only a few countries have adopted the HagueVisby Rules. C. The Hamburg Rules The United Nations in 1978 pleted drafting a new Convention on the Carriage of the goods by Sea, known as the Hamburg Rules. These rules are different from the Hague Rules. They do not relieve the carrier for errors in navigation or in the management of the ship, and they make ocean carriers liable for losses resulting from negligence. They also make it easier for cargo owners to win their cases against carriers. The Hamburg Rules serve the interests of cargo owners and shippers in developing countries that do not have large carrier fleets. So many large maritime states have not adopted the rules. Relationship between the 3 conventions （ 《 漢堡規(guī)則 》 Art. 31(1)）在成為本公約締約國時，凡是一九二四年八月二十五日在布魯塞爾簽訂的 關(guān)于統(tǒng)一提單若干規(guī)則的國際公約（一九二四年公約）的締約國，都必須通知作為 一九二四年公約保管人的比利時政府退出該公約，并聲明該退出自本公約對該國生效之日起生效。 產(chǎn)生過程 ? 從 1998年開始，國際海事委員會（ CMI）就在聯(lián)合國貿(mào)易法委員會（ UNCITRAL）的授權(quán)下開始醞釀起草國際海上貨物運輸法草案，并于同年 5月成立了運輸法國際工作小組（ International Working Group, IWG）。 ? 2022年，國際法貿(mào)易委員會成立了第三工作組，第三工作組的主要任務(wù)就是擬定關(guān)于國際海上貨物運輸公約草稿。 ? July 2022 41st session of UNCITRAL approves final text of “Draft Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea” (the Rotterdam Rules) ? Draft convention approved earlier this month ? To replace the various rules – Hague Rules, HagueVisby Rules, Hamburg Rules and the Multimodal Convention ? Sufficient safeguards or danger of a return to ‘… a preHague Rules freeforall’? D. Maritime Code of the People39。s Republic of China came into force on July 1, 1997. China maritime code has transplanted into it a number of important international conventions. Such as Chapter IV (Contract of Carriage of Goods by Sea) is based on the HagueVisby Rules and the Hamburg Rules, and Chapter X (General Average) has adopted some rules from the YorkAntwerp Rules. Thus, China maritime code is one of the best maritime laws in the world. essential terms of B/L: Article 73 of Maritime Code of the . A bill of lading shall contain the following particulars: (1) Description of the goods, mark, number of packages or pieces, weight or quantity, and a statement, if applicable, as to the dangerous nature of the goods。 (3) Name of the ship。 (5) Name of the consignee。 (7) Port of discharge。 (9) Date and place of issue of the bill of lading and the number of originals issued。 (11) Signature of the carrier or of a person acting on his behalf. issuance of B/L: the man who issue the B/L。 his agent and the master。 Place: port where goods was loaded on the board。 numbers of B/L issued。s Duties under A Bill of Lading 承運人的義務(wù) ? 適航義務(wù) ? 管貨義務(wù) ? 合理速遣義務(wù) 適航 ? 對于適航狀態(tài)的客觀要求：船殼、機器、物資、裝備、適貨、配員 ? 對于適航狀態(tài)的時間要求：開航前和開航當時 ? 對于適航狀態(tài)的主觀要求：合理謹慎，克盡職守 管貨 ? 裝載 ? 搬移 ? 積載 ? 運輸 ? 保管 ? 照料 ? 卸載 合理速遣 ? 承運人應(yīng)當按照約定的或者習(xí)慣的或者地理上的航線將貨物運往卸貨港。 (b) Until the time he has delivered the goods。 (2) In cases where the consignee does not receive the goods from the carrier, by placing them at the disposal of the consignee in accordance with the contract or with the law or with the usage of the particular trade, applicable at the port of discharge。 (b) For such loss, damage or delay in delivery which is proved by the claimant to have resulted from the fault or neglect of the carrier, his servants or agents, in taking all measures that could reasonably be required to put out the fire and avoid or mitigate its consequence. (4) The carrier is not liable, except in general average, where loss, damage or delay in delivery resulted from measures to save life or from reasonable measures to save property at sea. (5) Where fault or neglect on the part of the carrier, his servants or agent bines with another cause to produce loss, damage or delay in delivery the carrier is liable only to the extent that the loss, damage or delay in delivery is attributable to such fault or neglect. Carrier’s Immunities 承運人的免責(zé) ? 不完全的過失責(zé)任 ? 《 海商法 》 第 51條： ? 在責(zé)任期間貨物發(fā)生的滅失或者損壞是由于下列原因之一造成的 ， 承運人不負賠償責(zé)任： ? （ 一 ） 船長 、 船員 、 引航員或者承運人的其他受雇人在駕駛船舶或者管理船舶中的過失； 承運人的免責(zé) ? （ 二 ） 火災(zāi) ， 但是由于承運人本人的過失所造成的除外； ? （ 三 ） 天災(zāi) ， 海上或者其他可航水域的危險或者意外事故； ? （ 四 ） 戰(zhàn)爭或者武裝沖突； ? （ 五 ） 政府或者主管部門的行為 、 檢疫限制或者司法扣押； 承運人的免責(zé) ? （ 六 ） 罷工 、 停工或者勞動受到限制； ? （ 七 ） 在海上救助或者企圖救助人命或者財產(chǎn)； ? （ 八 ） 托運人 、 貨物所有人或者他們的代理人的行為； ? （ 九 ） 貨物的自然特性或者固有缺陷； 承運人的免責(zé) ? （ 十 ） 貨物包裝不良或者標志欠缺 、 不清； ? （ 十一 ） 經(jīng)謹慎處理仍未發(fā)現(xiàn)的船舶潛在缺陷； ? （ 十二 ） 非由于承運人或者承運人的受雇人 、 代理人的過失造成的其他原因 。 Exemptions (1) Fault of the master, crew