中华人民共和国海商法（一）

中华人民共和国海商法
MARITIME CODE OF THE PEOPLE'S REPUBLIC OF CHINA

（Adopted at the 28th Meeting of the Standing Committee of the Seventh National People's Congress on November 7， 1992， promulgated by Order No. 64 of the President of the People's Republic of China on November 7， 1992， and effective as of July 1， 1993）
颁布日期：19921107 　实施日期：19930701 　颁布单位：全国人大常委会

Contents

Chapter I General Provisions

Chapter II Ships

Section 1 Ownership of Ships

Section 2 Mortgage of Ships

Section 3 Maritime Liens

Chapter III Crew

Section 1 Basic Principles

Section 2 The Master

Chapter IV Contract of Carriage of Goods by Sea

Section 1 Basic Principles

Section 2 Carrier's Responsibilities

Section 3 Shipper's Responsibilities

Section 4 Transport Documents

Section 5 Delivery of Goods

Section 6 Cancellation of Contract

Section 7 Special Provisions Regarding Voyage Charter Party

Section 8 Special Provisions Regarding Multi modal Transport Contract

Chapter V Contract of Carriage of Passengers by Sea

Chapter VI Charter Parties

Section 1 Basic Principles

Section 2 Time Charter Party

Section 3 Bare boat Charter Party

Chapter VII Contract of Sea Towage

Chapter VIII Collision of Ships

Chapter IX Salvage at Sea

Chapter X General Average

Chapter XI Limitation of Liability for Maritime Claims

Chapter XII Contract of Marine Insurance

Section 1 Basic Principles

Section 2 Conclusion， Termination and Assignment of Contract

Section 3 Obligations of the Insured

Section 4 Liability of the Insurer

Section 5 Loss of or Damage to the Subject Matter Insured and Abandonment

Section 6 Payment of Indemnity

Chapter XIII Limitation of Time

Chapter XIV Application of Law in Relation to Foreign related Matters

Chapter XV Supplementary Provisions

Chapter I General Provisions

Article 1 This Code is enacted with a view to regulating the relations arising from maritime transport and those pertaining to ships， to securing and protecting the legitimate rights and interests of the parties concerned， and to promoting the development of maritime transport， economy and trade.

Article 2 “Maritime transport” as referred to in this Code means the carriage of goods and passengers by sea， including the sea-river and river-sea direct transport.

The provisions concerning contracts of carriage of goods by sea as contained in Chapter IV of this Code shall not be applicable to the maritime transport of goods between the ports of the People's Republic of China.

Article 3 “Ship” as referred to in this Code means sea-going ships and other mobile units， but does not include ships or craft to be used for military or public service purposes， nor small ships of less than 20 tons gross tonnage.

The term “ship” as referred to in the preceding paragraph shall also include ship's apparel.

Article 4 Maritime transport and towage services between the ports of the People's Republic of China shall be under taken by ships flying the national flag of the People's Republic of China， except as otherwise provided for by laws or administrative rules and regulations.

No foreign ships may engage in the maritime transport or towage services between the ports of the People's Republic of China unless permitted by the competent authorities of transport and communications under the State Council.

Article 5 Ships are allowed to sail under the national flag of the People's Republic of China after being registered， as required by law， and granted the nationality of the People's Republic of China.

Ships illegally flying the national flag of the People's Republic of China shall be prohibited and fined by the authorities concerned.

Article 6 All matters pertaining to maritime transport shall be administered by the competent authorities of transport and communications under the State Council. The specific measures governing such administration shall be worked out by such authorities and implemented after being submitted to and approved by the State Council.

Chapter II Ships

Section 1 Ownership of Ships

Article 7 The ownership of a ship means the ship owner's rights to lawfully possess， utilize， profit from and dispose of the ship in his ownership.

Article 8 With respect to a State-owned ship operated by an enterprise owned by the whole people having a legal person status granted by the State， the provisions of this Code regarding the ship owner shall apply to that legal person.

Article 9 The acquisition， transference or extinction of the ownership of a ship shall be registered at the ship registration authorities； no acquisition， transference or extinction of the ship's ownership shall act against a third party unless registered.

The transference of the ownership of a ship shall be made by a contract in writing.

Article 10 Where a ship is jointly owned by two or more legal persons or individuals， the joint ownership thereof shall be registered at the ship registration authorities. The joint ownership of the ship shall not act against a third party unless registered.

Section 2 Mortgage of Ships

Article 11 The right of mortgage with respect to a ship is the right of preferred compensation enjoyed by the mortgagee of that ship from the proceeds of the auction sale made in accordance with law where and when the mortgagor fails to pay his debt to the mortgagee secured by the mortgage of that ship.

Article 12 The owner of a ship or those authorized thereby may establish the mortgage of the ship.

The mortgage of a ship shall be established by a contract in writing.

Article 13 The mortgage of a ship shall be established by registering the mortgage of the ship with the ship registration authorities jointly by the mortgagee and the mortgagor. No mortgage may act against a third party unless registered.

The main items for the registration of the mortgage of a ship shall be：

（1） Name or designation and address of the mortgagee and the name or designation and address of the mortgagor of the ship；

（2） Name and nationality of the mortgaged ship and the authorities that issued the certificate of ownership and the certificate number thereof；

（3） Amount of debt secured， the interest rate and the period for the repayment of the debt.

Information about the registration of mortgage of ships shall be accessible to the public for enquiry.

Article 14 Mortgage may be established on a ship under construction.

In registering the mortgage of a ship under construction， the building contract of the ship shall as well be submitted to the ship registration authorities.

Article 15 The mortgaged ship shall be insured by the mortgagor unless the contract provides otherwise. In case the ship is not insured， the mortgagee has the right to place the ship under insurance coverage and the mortgagor shall pay for the premium thereof.

Article 16 The establishment of mortgage by the joint owners of a ship shall， unless otherwise agreed upon among the joint owners， be subject to the agreement of those joint owners who have more than two-thirds of the shares thereof.

The mortgage established by the joint owners of a ship shall not be affected by virtue of the division of owner ship thereof.

Article 17 Once a mortgage is established on a ship， the ownership of the mortgaged ship shall not be transferred with out the consent of the mortgagee.

Article 18 In case the mortgagee has transferred all or part of his right to debt secured by the mortgaged ship to another person， the mortgage shall be transferred accordingly.

Article 19 Two or more mortgages may be established on the same ship. The ranking of the mortgages shall be determined according to the dates of their respective registrations.

In case two or more mortgages are established， the mortgagees shall be paid out of the proceeds of the auction sale of the ship in the order of registration of their respective mortgages. The mortgages registered on the same date shall rank equally for payment.

Article 20 The mortgages shall be extinguished when the mortgaged ship is lost. With respect to the compensation paid from the insurance coverage on account of the loss of the ship， the mortgagee shall be entitled to enjoy priority in compensation over other creditors.

Section 3 Maritime Liens

Article 21 A maritime lien is the right of the claimant， subject to the provisions of Article 22 of this Code， to take priority in compensation against ship owners， bare boat chatterers or ship operators with respect to the ship which gave rise to the said claim.

Article 22 The following maritime claims shall be entitled to maritime liens：

（1） Payment claims for wages， other remuneration， crew repatriation and social insurance costs made by the Master， crew members and other members of the complement in accordance with the relevant labour laws， administrative rules and regulations or labour contracts；

（2） Claims in respect of loss of life or personal injury occurred in the operation of the ship；

（3） Payment claims for ship's tonnage dues， pilot age dues， harbour dues and other port charges；

（4） Payment claims for salvage payment；

（5） Compensation claims for loss of or damage to property resulting from tortious act in the course of the operation of the ship.

Compensation claims for oil pollution damage caused by a ship carrying more than 2，000 tons of oil in bulk as cargo that has a valid certificate attesting that the ship has oil pollution liability insurance coverage or other appropriate financial security are not within the scope of sub-paragraph （5） of the preceding paragraph.

Article 23 The maritime claims set out in paragraph 1 of ~24. Article 22 shall be satisfied in the order listed. However， any of the maritime claims set out in sub-paragraph（4） arising later than those under sub-paragraph （1） through （3） shall have priority over those under sub-paragraph （1） through （3）。 In case there are more than two maritime claims under sub-paragraphs （1），（2），（3） or （5） of paragraph 1 of Article 22， they shall be satisfied at the same time regardless of their respective occurrences； where they could not be paid in full， they shall be paid in proportion. Should there be more than two maritime claims under subparagraph （4）， those arising later shall be satisfied first.

Article 24 The legal costs for enforcing the maritime liens， the expenses for preserving and selling the ship， the expenses for distribution of the proceeds of sale and other expenses incurred for the common interests of the claimants， shall be deducted and paid first from the proceeds of the auction sale of the ship.

Article 25 A maritime lien shall have priority over a possessory lien， and a possessory lien shall have priority over ship mortgage.

The possessory lien referred to in the preceding paragraph means the right of the ship builder or repairer to secure the building or repairing cost of the ship by means of detaining the ship in his possession when the other party to the contract fails in the performance thereof. The possessory lien shall be extinguished when the ship builder or repairer no longer possesses the ship he has built or repaired.

Article 26 Maritime liens shall not be extinguished by virtue of the transfer of the ownership of the ship， except those that have not been enforced within 60 days of a public notice on the transfer of the ownership of the ship made by a court at the request of the transferee when the transfer was effected.

Article 27 In case the maritime claims provided for in Article 22 of this Code are transferred， the maritime liens attached thereto shall be transferred accordingly.

Article 28 A maritime lien shall be enforced by the court by arresting the ship that gave rise to the said maritime lien.

Article 29 A maritime lien shall， except as provided for in Article 26 of this Code， be extinguished under one of the following circumstances：

（1） The maritime claim attached by a maritime lien has not been enforced within one year of the existence of such maritime lien；

（2） The ship in question has been the subject of a forced sale by the court；

（3） The ship has been lost.

The period of one year specified in sub-paragraph （1） of the preceding paragraph shall not be suspended or interrupted.

Article 30 The provisions of this Section shall not affect the implementation of the limitation of liability for maritime claims provided for in Chapter XI of this Code.

Chapter III Crew

Section 1 Basic Principles

Article 31 The term “crew” means the entire complement of the ship， including the Master.

Article 32 The Master， deck officers， chief engineer， engineers， electrical engineer and radio operator must be those in possession of appropriate certificates of competency.

Article 33 Chinese “crew” engaged in international voyages must possess Seaman's Book and other relevant certificates issued by the harbour superintendency authorities of the People's Republic of China.

Article 34 In the absence of specific stipulations in this Code as regards the employment of the crew as well as their labour-related rights and obligations， the provisions of the relevant laws and administrative rules and regulations shall apply.

Section 2 The Master

Article 35 The Master shall be responsible for the management and navigation of the ship.

Orders given by the Master within the scope of his functions and powers must be carried out by other members of the crew， the passengers and all persons on board.

The Master shall take necessary measures to protect the ship and all persons on board， the documents， postal matters， the goods as well as other property carried.

Article 36 To ensure the safety of the ship and all persons on board， the Master shall be entitled to confine or take other necessary measures against those who have committed crimes or violated laws or regulations on board， and to guard against their concealment， destruction or forging of evidence.

The Master， having taken actions as referred to in the preceding paragraph of this Article， shall make a written report of the case， which shall bear the signature of the Master himself and those of two or more others on board， and shall be handed over， together with the offender， to the authorities concerned for disposition.

Article 37 The Master shall make entries in the log book of any occurrence of birth or death on board and shall issue a certificate to that effect in the presence of two witnesses. The death certificate shall be attached with a list of personal belongings of the deceased， and attestation shall be given by the Master to the will， if any， of the deceased. Both the death certificate and the will shall be taken into safe keeping by the Master and handed over to the family members of the deceased or the organizations concerned.

Article 38 Where a sea casualty has occurred to a ship and the life and property on board have thus been threatened，the Master shall， with crew members and other persons on board under his command， make best efforts to run to the rescue. Should the foundering and loss of the ship have become inevitable， the Master may decide to abandon the ship. However， such abandonment shall be reported to the ship owner for approval except in case of emergency.

Upon abandoning the ship， the Master must take all measures first to evacuate the passengers safely from the ship in an orderly way， then make arrangements for crew members to evacuate， while the Master shall be the last to evacuate. Before leaving the ship， the Master shall direct the crew members to do their utmost to rescue the deck log book， the engine log book， the oil record book， the radio log book， the charts， documents and papers used in the current voyage， as well as valuables， postal matters and cash money.

Article 39 The duty of the Master in the management and navigation of the ship shall not be absolved even with the presence of a pilot piloting the ship.

Article 40 Should death occur to the Master or the Master be unable to perform his duties for whatever reason， the deck officer with the highest rank shall act as the Master； before the ship sails from its next port of call， the ship owner shall appoint a new Master to take command.

Chapter IV Contract of Carriage of Goods by Sea

Section 1 Basic Principles

Article 41 A contract of carriage of goods by sea is a contract under which the carrier， against payment of freight， undertakes to carry by sea the goods contracted for shipment by the shipper from one port to another.

Article 42 For the purposes of this Chapter：

（1） “Carrier” means the person by whom or in whose name a contract of carriage of goods by sea has been concluded with a shipper；

（2） “Actual carrier” means the person to whom the performance of carriage of goods， or of part of the carriage， has been entrusted by the carrier， and includes any other person to whom such performance has been entrusted under a sub-contract；

（3） “Shipper” means：

a） The person by whom or in whose name or on whose behalf a contract of carriage of goods by sea has been concluded with a carrier；

b） The person by whom or in whose name or on whose behalf the goods have been delivered to the carrier involved in the contract of carriage of goods by sea；

（4） “Consignee” means the person who is entitled to take delivery of the goods；

（5） “Goods” includes live animals and containers， pallets or similar articles of transport supplied by the shipper for consolidating the goods.

Article 43 The carrier or the shipper may demand confirmation of the contract of carriage of goods by sea in writing. However， voyage charter shall be done in writing. Telegrams， telexes and telefaxes have the effect of written documents.

Article 44 Any stipulation in a contract of carriage of goods by sea or a bill of lading or other similar documents evidencing such contract that derogates from the provisions of this Chapter shall be null and void. However， such nullity and void ness shall not affect the validity of other provisions of the contract or the bill of lading or other similar documents. A clause assigning the benefit of insurance of the goods in favour of the carrier or any similar clause shall be null and void.

Article 45 The provisions of Article 44 of this Code shall not prejudice the increase of duties and obligations by the carrier besides those set out in this Chapter.

Section 2 Carrier's Responsibilities

Article 46 The responsibilities of the carrier with regard to the goods carried in containers covers the entire period during which the carrier is in charge of the goods， starting from the time the carrier has taken over the goods at the port of loading， until the goods have been delivered at the port of discharge. The responsibility of the carrier with respect to non containerized goods covers the period during which the carrier is in charge of the goods， starting from the time of loading of the goods onto the ship until the time the goods are discharged therefrom. During the period the carrier is in charge of the goods， the carrier shall be liable for the loss of or damage to the goods， except as otherwise provided for in this Section.

The provisions of the preceding paragraph shall not prevent the carrier from entering into any agreement concerning carrier's responsibilities with regard to non-containerized goods prior to loading onto and after discharging from the ship.

Article 47 The carrier shall， before and at the beginning of the voyage， exercise due diligence to make the ship sea worthy， properly man， equip and supply the ship 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.

Article 48 The carrier shall properly and carefully load， handle， stow， carry， keep， care for and discharge the goods carried.

Article 49 The carrier shall carry the goods to the port of discharge on the agreed or customary or geographically direct route.

Any deviation in saving or attempting to save life or property at sea or any reasonable deviation shall not be deemed to be an act deviating from the provisions of the preceding paragraph.

Article 50 Delay in delivery occurs when the goods have not been delivered at the designated port of discharge within the time expressly agreed upon.

The carrier shall be liable for the loss of or damage to the goods caused by delay in delivery due to the fault of the carrier， except those arising or resulting from causes for which the carrier is not liable as provided for in the relevant Articles of this Chapter.

The carrier shall be liable for the economic losses caused by delay in delivery of the goods due to the fault of the carrier， even if no loss of or damage to the goods had actually occurred， unless such economic losses had occurred from causes for which the carrier is not liable as provided for in the relevant Articles of this Chapter.

The person entitled to make a claim for the loss of goods may treat the goods as lost when the carrier has not delivered the goods within 60 days from the expiry of the time for delivery specified in paragraph 1 of this Article.

Article 51 The carrier shall not be liable for the loss of or damage to the goods occurred during the period of carrier's responsibility arising or resulting from any of the following causes：

（1） Fault of the Master， crew members， pilot or servant of the carrier in the navigation or management of the ship；

（2） Fire， unless caused by the actual fault of the carrier；

（3） Force majeure and perils， dangers and accidents of the sea or other navigable waters；

（4） War or armed conflict；

（5） Act of the government or competent authorities， quarantine restrictions or seizure under legal process；

（6） Strikes， stoppages or restraint of labour；

（7） Saving or attempting to save life or property at sea；

（8） Act of the shipper， owner of the goods or their agents；

（9） Nature or inherent vice of the goods；

（10） Inadequacy of packing or insufficiency or illegibility of marks；

（11） Latent defect of the ship not discoverable by due diligence；

（12） Any other causes arising without the fault of the carrier or his servant or agent.

The carrier who is entitled to exoneration from the liability for compensation as provided for in the preceding paragraph shall， with the exception of the causes given in sub-paragraph （2）， bear the burden of proof.

Article 52 The carrier shall not be liable for the loss of or damage to the live animals arising or resulting from the special risks inherent in the carriage thereof. However， the carrier shall be bound to prove that he has fulfilled the special requirements of the shipper with regard to the carriage of the live animals and that under the circumstances of the sea carriage， the loss or damage has occurred due to the special risks inherent therein.

Article 53 In case the carrier intends to ship the goods on deck， he shall come into an agreement with the shipper or comply with the custom of the trade or the relevant laws or administrative rules and regulations.

When the goods have been shipped on deck in accordance with the provisions of the preceding paragraph， the carrier shall not be liable for the loss of or damage to the goods caused by the special risks involved in such carriage.

If the carrier， in breach of the provisions of the first paragraph of this Article， has shipped the goods on deck and the goods have consequently suffered loss or damage， the carrier shall be liable therefor.

Article 54 Where loss or damage or delay in delivery has occurred from causes from which the carrier or his servant or agent is not entitled to exoneration from liability， together with another cause， the carrier shall be liable only to the extent that the loss， damage or delay in delivery is attributable to the causes from which the carrier is not entitled to exoneration from liability； however， the carrier shall bear the burden of proof with respect to the loss， damage or delay in delivery resulting from the other cause.

Article 55 The amount of indemnity for the loss of the goods shall be calculated on the basis of the actual value of the goods so lost， while that for the damage to the goods shall be calculated on the basis of the difference between the values of the goods before and after the damage， or on the basis of the expenses for the repair.

The actual value shall be the value of the goods at the time of shipment plus insurance and freight.

From the actual value referred to in the preceding paragraph， deduction shall be made， at the time of compensation， of the expenses that had been reduced or avoided as a result of the loss or damage occurred.

Article 56 The carrier's liability for the loss of or damage to the goods shall be limited to an amount equivalent to 666.67 Units of Account per package or other shipping unit， or 2 Units of Account per kilogramme of the gross weight of the goods lost or damaged， whichever is the higher， except where the nature and value of the goods had been declared by the shipper before shipment and inserted in the bill of lading， or where a higher amount than the amount of limitation of liability set out in this Article had been agreed upon between the carrier and the shipper.

Where a container， pallet or similar article of transport is used to consolidate goods， the number of packages or other shipping units enumerated in the bill of lading as packed in such article of transport shall be deemed to be the number of packages or shipping units. If not so enumerated， the goods in such article of transport shall be deemed to be one package or one shipping unit.

Where the article of transport is not owned or furnished by the carrier， such article of transport shall be deemed to be one package or one shipping unit.

Article 57 The liability of the carrier for the economic losses resulting from delay in delivery of the goods shall belimited to an amount equivalent to the freight payable for the goods so delayed. Where the loss of or damage to the goods has occurred concurrently with the delay in delivery thereof， the limitation of liability of the carrier shall be that as provided for in paragraph 1 of Article 56 of this Code.

Article 58 The defence and limitation of liability provided for in this Chapter shall apply to any legal action brought against the carrier with regard to the loss of or damage to or delay in delivery of the goods covered by the contract of carriage of goods by sea， whether the claimant is a party to the contract or whether the action is founded in contract or in tort.

The provisions of the preceding paragraph shall apply if the action referred to in the preceding paragraph is brought against the carrier's servant or agent， and the carrier's servant or agent proves that his action was within the scope of his employment or agency.

Article 59 The carrier shall not be entitled to the benefit of the limitation of liability provided for in Article 56 or 57 of this Code if it is proved that the loss， damage or delay in delivery of the goods resulted from an act or omission of the carrier done with the intent to cause such loss， damage or delay or recklessly and with knowledge that such loss， damage or delay would probably result.

The servant or agent of the carrier shall not be entitled to the benefit of limitation of liability provided for in Article 56 or 57 of this Code， if it is proved that the loss， damage or delay in delivery resulted from an act or omission of the servant or agent of the carrier done with the intent to cause such loss， damage or delay or recklessly and with knowledge that such loss， damage or delay would probably result.

Article 60 Where the performance of the carriage or part thereof has been entrusted to an actual carrier， the carrier shall nevertheless remain responsible for the entire carriage according to the provisions of this Chapter. The carrier shall be responsible， in relation to the carriage performed by the actual carrier， for the act or omission of the actual carrier and of his servant or agent acting within the scope of his employment or agency.

Notwithstanding the provisions of the preceding paragraph， where a contract of carriage by sea provides explicitly that a specified part of the carriage covered by the said contract is to be performed by a named actual carrier other than the carrier， the contract may nevertheless provide that the carrier shall not be liable for the loss， damage or delay in delivery arising from an occurrence which takes place while the goods are in the charge of the actual carrier during such part of the carriage.

Article 61 The provisions with respect to the responsibility of the carrier contained in this Chapter shall be applicable to the actual carrier. Where an action is brought against the servant or agent of the actual carrier， the provisions contained in paragraph 2 of Article 58 and paragraph 2 of Article 59 of this Code shall apply.

Article 62 Any special agreement under which the carrier assumes obligations not provided for in this Chapter or waives rights conferred by this Chapter shall be binding upon the actual carrier when the actual carrier has agreed in writing to the contents thereof. The provisions of such special agreement shall be binding upon the carrier whether the actual carrier has agreed to the contents or not.

Article 63 Where both the carrier and the actual carrier are liable for compensation， they shall jointly be liable within the scope of such liability.

Article 64 If claims for compensation have been separately made against the carrier， the actual carrier and their servants or agents with regard to the loss of or damage to the goods， the aggregate amount of compensation shall not be in excess of the limitation provided for in Article 56 of this Code.

Article 65 The provisions of Article 60 through 64 of this Code shall not affect the recourse between the carrier and the actual carrier.

Section 3 Shipper's Responsibilities

Article 66 The shipper shall have the goods properly packed and shall guarantee the accuracy of the description， mark， number of packages or pieces， weight or quantity of the goods at the time of shipment and shall indemnity the carrier against any loss resulting from inadequacy of packing or inaccuracies in the above mentioned information.

The carrier's right to indemnification as provided for in the preceding paragraph shall not affect the obligation of the carrier under the contract of carriage of goods towards those other than the shipper.

Article 67 The shipper shall perform all necessary procedures at the port， customs， quarantine， inspection or other competent authorities with respect to the shipment of the goods and shall furnish to the carrier all relevant documents concerning the procedures the shipper has gone through. The shipper shall be liable for any damage to the interest of the carrier resulting from the inadequacy or inaccuracy or delay in delivery of such documents.

Article 68 At the time of shipment of dangerous goods， the shipper shall， in compliance with the regulations governing the carriage of such goods， have them properly packed， distinctly marked and labelled and notify the carrier in writing of their proper description， nature and the precautions to be taken. In case the shipper fails to notify the carrier or notified him inaccurately， the carrier may have such goods landed， destroyed or rendered innocuous when and where circumstances so require， without compensation. The shipper shall be liable to the carrier for any loss， damage or expense resulting from such shipment.

Notwithstanding the carrier's knowledge of the nature of the dangerous goods and his consent to carry， he may still have such goods landed， destroyed or rendered innocuous， without compensation， when they become an actual danger to the ship， the crew and other persons on board or to other goods. However， the provisions of this paragraph shall not prejudice the contribution in general average， if any.

Article 69 The shipper shall pay the freight to the carrier as agreed.

The shipper and the carrier may reach an agreement that the freight shall be paid by the consignee. However， such an agreement shall be noted in the transport documents.

Article 70 The shipper shall not be liable for the loss sustained by the carrier or the actual carrier， or for the damage sustained by the ship， unless such loss or damage was caused by the fault of the shipper， his servant or agent.

The servant or agent of the shipper shall not be liable for the loss sustained by the carrier or the actual carrier， or for the damage sustained by the ship， unless the loss or damage was caused by the fault of the servant or agent of the shipper.

Section 4 Transport Documents

Article 71 A bill of lading is a document which serves as an evidence of the contract of carriage of goods by sea and the taking over or loading of the goods by the carrier， and based on which the carrier undertakes to deliver the goods against surrendering the same. A provision in the document stating that the goods are to be delivered to the order of anamed person， or to order， or to bearer， constitutes such an undertaking.

Article 72 When the goods have been taken over by the carrier or have been loaded on board， the carrier shall， on demand of the shipper， issue to the shipper a bill of lading.

The bill of lading may be signed by a person authorized by the carrier. A bill of lading signed by the Master of the ship carrying the goods is deemed to have been signed on behalf of the carrier.

Article 73 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；

（2） Name and principal place of business of the carrier；

（3） Name of the ship；

（4） Name of the shipper；

（5） Name of the consignee；

（6） Port of loading and the date on which the goods were taken over by the carrier at the port of loading；

（7） Port of discharge；

（8） Place where the goods were taken over and the place where the goods are to be delivered in case of a multi modal transport bill of lading；

（9） Date and place of issue of the bill of lading and the number of originals issued；

（10） Payment of freight；

（11） Signature of the carrier or of a person acting on his behalf.

In a bill of lading， the lack of one or more particulars referred to in the preceding paragraph does not affect the function of the bill of lading as such， provided that it nevertheless meets the requirements set forth in Article 71 of this Code.

Article 74 If the carrier has issued， on demand of the shipper， a Received for shipment bill of lading or other similar documents before the goods are loaded on board， the shipper may surrender the same to the carrier as against a shipped bill of lading when the goods have been loaded on board. The carrier may also note on the received-for-shipment bill of lading or other similar documents with the name of the carrying ship and the date of loading， and， when so noted， the received for shipment bill of lading or other similar documents shall be deemed to constitute a shipped bill of lading.

Article 75 If the bill of lading contains particulars concerning the description， mark， number of packages or pieces， weight or quantity of the goods with respect to which the carrier or the other person issuing the bill of lading on his behalf has the knowledge or reasonable grounds to suspect that such particulars do not accurately represent the goods actually received， or， where a shipped bill of lading is issued， loaded， or if he has had no reasonable means of checking， the carrier or such other person may make a note in the bill of lading specifying those inaccuracies， the grounds for suspicion or the lack of reasonable means of checking.

Article 76 If the carrier or the other person issuing the bill of lading on his behalf made no note in the bill of lading regarding the apparent order and condition of the goods， the goods shall be deemed to be in apparent good order and condition.

Article 77 Except for the note made in accordance with the provisions of Article 75 of this Code， the bill of lading issued by the carrier or the other person acting on his behalf is prima facie evidence of the taking over or loading by the carrier of the goods as described therein. Proof to the contrary by the carrier shall not be admissible if the bill of lading has been transferred to a third party， including a consignee， who has acted in good faith in reliance on the description of the goods contained therein.

Article 78 The relationship between the carrier and the holder of the bill of lading with respect to their rights and obligations shall be defined by the clauses of the bill of lading.

Neither the consignee nor the holder of the bill of lading shall be liable for the demurrage， dead freight and all other expenses in respect of loading occurred at the loading port unless the bill of lading clearly states that the a fore said demurrage， dead freight and all other expenses shall be borne by the consignee and the holder of the bill of lading.

Article 79 The negotiability of a bill of lading shall be governed by the following provisions：

（1） A straight bill of lading is not negotiable；

（2） An order bill of lading may be negotiated with endorsement to order or endorsement in blank；

（3） A bearer bill of lading is negotiable without endorsement.

Article 80 Where a carrier has issued a document other than a bill of lading as an evidence of the receipt of the goods to be carried， such a document is prima facie evidence of the conclusion of the contract of carriage of goods by sea and the taking over by the carrier of the goods as described therein.

Such documents that are issued by the carrier shall not be negotiable.

Section 5 Delivery of Goods

Article 81 Unless notice of loss or damage is given in writing by the consignee to the carrier at the time of delivery of the goods by the carrier to the consignee， such delivery shall be deemed to be prima facie evidence of the delivery of the goods by the carrier as described in the transport documents and of the apparent good order and condition of such goods.

Where the loss of or damage to the goods is not apparent， the provisions of the preceding paragraph shall apply if the consignee has not given the notice in writing within seven consecutive days from the next day of the delivery of the goods， or， in the case of containerized goods， within 15 days from the next day of the delivery thereof.

The notice in writing regarding the loss or damage need not be given if the state of the goods has， at the time of delivery， been the subject of a joint survey or inspection by the carrier and the consignee.

Article 82 The carrier shall not be liable for compensation if no notice on the economic losses resulting from delay in delivery of the goods has been received from the consignee within 60 consecutive days from the next day on which the goods had been delivered by the carrier to the consignee.

Article 83 The consignee may， before taking delivery of the goods at the port of destination， and the carrier may， before delivering the goods at the port of destination， request the cargo inspection agency to have the goods inspected. The party requesting such inspection shall bear the cost thereof but is entitled to recover the same from the party causing the damage.

Article 84 The carrier and the consignee shall mutually provide reasonable facilities for the survey and inspection stipulated in Article 81 and 83 of this Code.

Article 85 Where the goods have been delivered by the actual carrier， the notice in writing given by the consignee to the actual carrier under Article 81 of this Code shall have the same effect as that given to the carrier， and that given to the carrier shall have the same effect as that given to the actual carrier.

Article 86 If the goods were not taken delivery of at the port of discharge or if the consignee has delayed or refused the taking delivery of the goods， the Master may discharge the goods into warehouses or other appropriate places， and any expenses or risks arising therefrom shall be borne by the consignee.

Article 87 If the freight， contribution in general average， demurrage to be paid to the carrier and other necessary charges paid by the carrier on behalf of the owner of the goods as well as other charges to be paid to the carrier have not been paid in full， nor has appropriate security been given， the carrier may have a lien， to a reasonable extent， on the goods.

Article 88 If the goods under lien in accordance with the provisions of Article 87 of this Code have not been taken delivery of within 60 days from the next day of the ship's arrival at the port of discharge， the carrier may apply to the court for an order on selling the goods by auction； where the goods are perishable or the expenses for keeping such goods would exceed their value， the carrier may apply for an earlier sale by auction.

The proceeds from the auction sale shall be used to pay off the expenses for the storage and auction sale of the goods， the freight and other related charges to be paid to the carrier. If the proceeds fall short of such expenses， the carrier is entitled to claim the difference from the shipper， where as any amount in surplus shall be refunded to the shipper. If there is no way to make the refund and such surplus amount has not been claimed at the end of one full year after the auction sale， it shall go to the State Treasury.

Section 6 Cancellation of Contract

Article 89 The shipper may request the cancellation of the contract of carriage of goods by sea before the ship sails from the port of loading. However， except as otherwise provided for in the contract， the shipper shall in this case pay half of the agreed amount of freight； if the goods have already been loaded on board， the shipper shall bear the expenses for the loading and discharge and other related charges.

Article 90 Either the carrier or the shipper may request the cancellation of the contract and neither shall be liable to the other if， due to force majeure or other causes not attributable to the fault of the carrier or the shipper， the contract could not be performed prior to the ship's sailing from its port of loading. If the freight has already been paid， it shall be refunded to the shipper， and， if the goods have already been loaded on board， the loading/discharge expenses shall be borne by the shipper. If a bill of lading has already been issued， it shall be returned by the shipper to the carrier.

Article 91 If， due to force majeure or any other causes not attributable to the fault of the carrier or the shipper， the ship could not discharge its goods at the port of destination as provided for in the contract of carriage， unless the contract provides otherwise， the Master shall be entitled to discharge the goods at a safe port or place near the port of destination and the contract of carriage shall be deemed to have been fulfilled.

In deciding the discharge of the goods， the Master shall inform the shipper or the consignee and shall take the interests of the shipper or the consignee into consideration.

Section 7 Special Provisions Regarding Voyage Charter Party

Article 92 A voyage charter party is a charter party under which the ship owner charters out and the charterer charters in the whole or part of the ship's space for the carriage by sea of the intended goods from one port to another and the charterer pays the agreed amount of freight.

Article 93 A voyage charter party shall mainly contain name of the ship owner， name of the charterer， name and nationality of the ship， its bale orgrain capacity， description of the goods to be loaded， port of loading， port of destination， lay days， time for loading and discharge， payment of freight， demurrage， dispatch and other relevant matters.

Article 94 The provisions in Article 47 and Article 49 of this Code shall apply to the ship owner under voyage charter party.

The other provisions in this Chapter regarding the rights and obligations of the parties to the contract shall apply to the ship owner and the charterer under voyage charter only in the absence of relevant provisions or in the absence of provisions differing therefrom in the voyage charter.

Article 95 Where the holder of the bill of lading is not the charterer in the case of a bill of lading issued under a voyage charter， the rights and obligations of the carrier and the holder of the bill of lading shall be governed by the clauses of the bill of lading. However， if the clauses of the voyage charter party are incorporated into the bill of lading， the relevant clauses of the voyage charter party shall apply.

Article 96 The ship owner shall provide the intended ship. The intended ship may be substituted with the consent of the charterer. However， if the ship substituted does not meet the requirements of the charter party， the charterer may reject the ship or cancel the charter. Should any damage or loss occur to the charterer as a result of the ship owner's failure in providing the intended ship due to his fault， the ship owner shall be liable for compensation.

Article 97 If the ship owner has failed to provide the ship within the lay days fixed in the charter， the charterer is entitled to cancel the charter party. However， if the ship owner had notified the charterer of the delay of the ship and the expected date of its arrival at the port of loading， the charterer shall notify the ship owner whether to cancel the charter within 48 hours of the receipt of the ship owner's notification.

Where the charterer has suffered losses as a result of the delay in providing the ship due to the fault of the ship owner， the ship owner shall be liable for compensation.

Article 98 Under a voyage charter， the time for loading and discharge and the way of calculation thereof， as well as the rate of demurrage that would incur after the expiration of the lay time and the rate of dispatch money to be paid as a result of the completion of loading or discharge ahead of schedule， shall be fixed by the ship owner and the charterer upon mutual agreement.

Article 99 The charterer may sublet the ship he chartered， but the rights and obligations under the head charter shall not be affected.

Article 100 The charterer shall provide the intended goods， but he may replace the goods with the consent of the ship owner. However， if the goods replaced is detrimental to the interests of the ship owner， the ship owner shall be entitled to reject such goods and cancel the charter.

Where the shipowner has suffered losses as a result of the failure of the charterer in providing the intended goods， the charterer shall be liable for compensation.

Article 101 The shipowner shall discharge the goods at the port of discharge specified in the charter party. Where the charter party contains a clause allowing the choice of the port of discharge by the charterer， the Master may choose one from among the agreed picked ports to discharge the goods， in case the charterer did not， as agreed in the charter， instruct in time as to the port chosen for discharging the goods. Where the charterer did not instruct in time as to the chosen port of discharge， as agreed in the charter， and the shipowner suffered losses thereby， the charterer shall be liable for compensation； where the charterer has suffered losses as a result of the shipowner's arbitrary choice of a port to discharge the goods， in disregard of the provisions in the relevant charter， the shipowner shall be liable for compensation.

Section 8 Special Provisions Regarding Multi modal Transport Contract

Article 102 A multi modal transport contract as referred to in this Code means a contract under which the multi modal transport operator undertakes to transport the goods， against the payment of freight for the entire transport， from the place where the goods were received in his charge to the destination and to deliver them to the consignee by two or more different modes of transport， one of which being sea carriage.

The multi modal transport operator as referred to in the preceding paragraph means the person who has entered into a multi modal transport contract with the shipper either by himself or by another person acting on his behalf.

Article 103 The responsibility of the multi modal transport operator with respect to the goods under multi modal transport contract covers the period from the time he takes the goods in his charge to the time of their delivery.

Article 104 The multi modal transport operator shall be responsible for the performance of the multi modal transport contract or the procurement of the performance therefor， and shall be responsible for the entire transport.

The multi modal transport operator may enter into separate contracts with the carriers of the different modes defining their responsibilities with regard to the different sections of the transport under the multi modal transport contracts. However， such separate contracts shall not affect the responsibility of the multi modal transport operator with respect to the entire transport.

Article 105 If loss of or damage to the goods has occurred in a certain section of the transport， the provisions of the relevant laws and regulations governing that specific section of the multi modal transport shall be applicable to matters concerning the liability of the multi modal transport operator and the limitation thereof.

Article 106 If the section of transport in which the loss of or damage to the goods occurred could not be ascertained， the multi modal transport operator shall be liable for compensation in accordance with the stipulations regarding the carrier's liability and the limitation thereof as set out in this Chapter.