Hague Rules

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Hague Rules-About Hague Rules:


What is the Hague Rules?
"Hague Rules'' is uniform bill of lading number of legal provisions of international conventions "(internationalConventionfor the Unification of Certain Rules of Law Relating toBillsofLading) for short. It is August 25, 1924 in Brussels, Belgium attended by representatives from 26 countries signed a diplomatic conference, on June 2, 1931 with effect as of February 1997, adding the rule of a total of 88 countries and regions.

The Hague Rules - Background
The use of a long bill of lading. Early bills of lading, whether the content or format, are relatively simple, but its role is relatively simple, as only the transfer of goods certificate, just a receipt that the goods have been shipped. As international trade and the gradual development of the transport of goods by sea, bills of lading the nature, role and content of the particular terms of the back of the tremendous changes have taken place.
Produced early in the bill of lading that the goods have been checked after the form of a very long time, the most advanced maritime shipping in the UK, on ​​the one hand, the carrier transport in the bill of lading, that the British habit as a "common carrier" (Common Carrier ) must be in accordance with English common law (Commonlaw) for the carriage of goods bear absolute liability, which bears the goods at the port of destination to the port of loading time of receipt of the goods to the consignee's obligation to the same state, for the transport of goods loss or damage, except for natural disasters (ActofGod), acts of public enemies (QueensEnemies), potential defects in the goods, the shipper's fault caused by the act, or part of general average losses, regardless of the carrier himself, the captain, crew or other employees , agents with or without the fault of the carrier are liable. On the other hand, the law of private contracts, but to take "freedom of contract" principle, which is the carrier to escape liability on the common law opens the door, the carrier included in the bill of lading for cargo loss or damages of terms imposed on the owner of a variety of unfair conditions and should not risk more and more. This exemption clause from the 18th century began to appear, to the mid-19th century, the latter half, it developed to out of hand. Disclaimer Some of the bill of lading as many as sixty-seven ten, as well as some say, only the right to collect freight carrier, no obligation at all. Abuse of freedom of contract carrier, unlimited exemption to expand the scope of practice time so that international trade and transport order into extreme confusion, the direct result of not only the goods side is lost when the minimum security interests, but also the emergence of insurance companies not cover , the bank refused to exchange, bill of lading in the market is difficult to transfer the flow of bad situation. This not only damages the owner, the interests of insurers and banks, but also a serious impediment to the development of the shipping industry itself.
In the UK the owner of the country represented by the bill of lading exemption clause of the period of abuse, the United States as the owner of the interests represented by the tremendous damage. In order to protect their business interests, the United States in 1893 developed the famous "Harter  Act" (Harter Act), that "the ship sailed on, bills of lading, and transport properties of certain obligations, duties and rights of the Act." The Act provides that, in the United States between ports and between U.S. ports and foreign ports for cargo transport carrier, bill of lading shall not be added because of their negligence caused loss or damage to the terms of irresponsible, but also provides carrier should be handled carefully to make the ship seaworthy, the crew of the captain should be careful loading of goods, management and delivery. The Act provides that, where violations of these provisions of the bill of lading, will be in violation of U.S. "public order" grounds declared invalid.
"Harter Act" generation, the future of international shipping legislation had a tremendous impact. Australia in 1904 formulated the "Carriage of Goods by Sea Act"; New Zealand in 1908 formulated the "Shipping and Seamen Act"; Canada in 1910 formulated the "Water Carriage of Goods Act." Have adopted such legislation, "Harter Act," the basic principles, according to the "Harter Act" the relevant provisions of the bill of lading content has been adjusted. However, the efforts of a few countries it is difficult to solve the carrier substance without marginal exemption. And the different national legislation, the shipping company's bill of lading is not the same formulation, which greatly hampered the signing of the contract of carriage of goods by sea is not conducive to international trade. International maritime transport of goods can not be handled by a law of the State, therefore, to develop a unified international Convention on the Carriage of Goods by Sea is imperative to restrict the bill of lading.
Although the outbreak of World War I delayed the process of developing uniform international rules, but also gave a unified formulation of international rules has brought to life. After the war due to the global economic crisis, shippers, banks, insurance sector and the owner of the conflict even more intensified. In this case, in the past to limit freedom of contract, the amendment has been the unreasonable exemption clauses are not interested in Britain, the colonial order and its economic, political attitude of compromise, but also take the initiative with other shipping countries and organizations in seeking for effective solutions to these problems, but also advocates the development of international conventions to protect the competitiveness of the UK shipping industry, to maintain the UK's largest maritime countries in the world status. To this end, belongs to the International Law Association Committee on Law of the Sea (MaritimelawCommittee) 1921 May 17 to 20 in the Dutch capital the Hague meeting, developed a bill of lading rules, known as the "Hague Rules" for the parties to the contract voluntarily adopted. On this basis, in 1922, October 9 to 11 meeting in London, England, a number of changes to the Hague rules, the same year, 17 to 26 October, in Brussels, Belgium to discuss the diplomatic conference on maritime law, Delegates passed a resolution to adopt the rules recommended that Governments, in slightly modified to make domestic law. October 1923, and the International Maritime Conference held in Brussels, assigned by the International Conference on Maritime Law Committee made some changes to this rule, complete the formulation of the Hague Rules. Subsequently, in November 1923 the British Empire Economic Conference adopted a resolution on the one hand recommended that member governments and parliaments to adopt the revised rules make domestic law; the other hand, took the lead through domestic legislation, so that domestic law, which arising from the "British maritime transport of goods in 1924 Act" (CarriageofGoods by SeaAct1924-COGSA). The law in August 1924 by King's approval. August 25, 1924, Brussels, representatives of Governments also adopted the "Hague Rules" and "uniform bill of lading number 1924 International Convention on the law."
"Hague Rules" on June 2, 1931 came into effect. Europe and many countries have joined the Convention. Some countries follow the UK approach, through domestic legislation to make domestic law; some countries, according to the basic spirit of the Convention, further develop appropriate national law; some countries, while not a member of the convention, but some of their ships the company's bill of lading also adopted this spirit of the Convention. Therefore, the transport of goods by sea in the Convention is the most important bills of lading and is still widely used in international conventions.
The Hague Rules - the main content
"Hague Rules" a total of 36, which is the first to the substantive provisions of Article X, XI to be procedural provisions of Article XVI, mainly related to the ratification, accession and modify the procedural provisions, substantive provisions include the following :
1, the minimum obligation of the carrier
The so-called carrier minimum obligations, that is, the carrier must fulfill the basic obligations. This "Hague Rules" Article III, first paragraph: "must be bound before the carrier and sailing time, careful handling, so that the ship is seaworthy and properly staffed with qualified crews, equipment, ships and equipped with supplies; the cargo, refrigerated tanks and other cargo ship at the proper and safe that can be accepted, carriage and storage of goods. "paragraph which states:" The carrier shall properly and carefully load, handle, stowage, transport, custody, care and Uninstall. "that provide a seaworthy ship, properly manage the goods, or they will be liable.
2, the responsibility of the carrier during the transport of goods
During the so-called carrier's liability, the carrier is responsible for the transportation of goods period. Accordance with the "Hague Rules" first "cargo" is defined, during the transport of goods until the goods are loaded from the ship emptied until the period. The so-called "loading on board ship until emptied only" can be divided into two situations: First, the boom in the use of ship loading and unloading cargo, when loading the cargo hook mount when the boom until the ship unloading cargo from crane When the hook up, that "hook to hook" period. Second, the use of shore cranes loading and unloading, places the goods pass the ship's rail as the boundary, that is, "side to side" during the carrier shall be responsible for the goods. As for the shipment of the goods before, that the carrier took over the goods to the warehouse at the port loaded on board this period, and after unloading the goods to be delivered to the consignee of goods this time, according to the "Hague Rules" Article VII, by carrier on the carrier and the shipper of the goods occurred in the two loss of or damage should bear the responsibility and obligation to enter into any agreement, terms, conditions, reservations or exclusions.
3, the carrier's liability limit
The carrier's liability limit is not a defense of the carrier causes loss or damage, by providing the maximum compensation amount of the unit, its liability will be limited to a certain extent. This system is actually caused by the goods carrier liability for loss or damage to the partial exemption, fully reflects the interests of maintaining carrier. "Hague Rules" Paragraph 5 of Article IV provides that: "regardless of the carrier or the ship, in any case, relating to the goods on the goods or loss of or damage to, or per unit of each over £ 100 or its equivalent in other currencies , is not responsible for any circumstances; but the shipper prior to loading the cargo on the nature and value of the proposed declaration, and has been indicated in the bill of lading, unless. "
The maximum amount of compensation the carrier unit £ 100 in accordance with the provisions of Article IX of the rules should be 100 gold pounds. First, the United Kingdom by the British shipping industry initially used to pay bills by £ 100, although later the parties by agreement of the United Kingdom it increased to 200 pounds, but still can not meet the actual situation. For decades, due to the continuous depreciation of sterling, it is estimated that in 1924 the value of £ 100, then 1968 has been equivalent to the value of £ 800. In such a serious devaluation of sterling in the case, if the £ 100 limit of liability is clearly unreasonable, in violation of the "Hague Rules" provisions of Article IX. Second, the "Hague Rules" developed, many non-sterling countries have put 100 pounds converted into domestic currency, and calculate the value of gold from the limitations and constraints, due to the vagaries of financial markets, resulting in different requirements and current national the actual price of the compensation limit far.
4, the carrier's exemption
"Hague Rules" Article IV, paragraph 2, made seventeen carrier specific exemption provisions, divided into two types: one is the fault exemption; other is fault-free exemption. International maritime transport of goods in the most contentious issue is the "Hague Rules" fault exemption clause, "Hague Rules" First Article 4.2 states: "As the captain, crew, pilot or the carrier employed in navigation or management of the ship in the act, neglect or negligence caused by the loss or damage, the carrier may be exempted from liability. "exemption clause of this negligence is the responsibility of other modes of transport system does not have. Obviously, the "Hague Rules" in favor of the interests of the ship.
The other is no-fault carrier exemption, mainly in the following categories:
① force majeure or beyond the control of the carrier exemption are eight: the sea or other navigable waters of the disaster, danger or accident; natural disasters; acts of war; public enemy; monarchy, rulers or people detained or imprisoned, or detained by law; quarantine restrictions; for any reason, whether caused by partial or full strikes, lockouts, work stoppages or labor restrictions; violence and riots.
② cargo exemption acts or negligence, there are four: cargo shipper or owner, its agent, or representative of the behavior; the inherent shortcomings of the goods, quality or defects caused by loss of volume or weight, or any other loss or damage; packaging is not solid; sign is unclear or inappropriate.
③ special exemption clause there are three: First, fire, and hiring people even if the fault of the carrier, the carrier is not responsible for the only carrier I have the actual fault or privity of those who caused it can not disclaim; the second is at sea to save life or property, and this is the special requirements of the ship; third caution, due diligence of potential defects can not be found.
④ sixteenth carrier Disclaimer: "not because of the carrier's actual fault or privity, or the carrier's agent or the employment of personnel caused by the fault or negligence of any other reason." This is a general terms, neither is as specific as the above sixteen, but not for their background, but for reasons other than the provisions of their general conditions.
The so-called "no fault and privity" refers not only to the carrier himself, but also the carrier's agent or hire people without fault and privity. Invoked this provision to claim the exemption benefit shall bear the burden of proof obligations, which require proof of the goods because of their loss or damage neither the actual fault or privity, nor his agent or servant of the negligence or privity of the result.
5, the claims and the statute of limitations
Notice of claim is the consignee receiving the goods, shortage or damaged goods on the status of the notification made to the carrier, claims it is one of the procedures. Consignee to the carrier notice of the claim, means that the consignee may be short on cargo damage claims to the carrier "Hague Rules" paragraph 6 of Article III: the carrier to deliver goods to the consignee, if the receiving people will not notice of the claim in writing to the carrier or his agent, then such delivery shall be deemed that the carrier has delivered the goods according to the provisions of the bill of lading is prima facie evidence. If the cargo loss and damage is not apparent, the consignee shall receive the goods within 3 days from the date of notice of the claim to the carrier.
"Hague Rules" provisions of the statute of limitations is: "Unless or from the date of delivery of the goods should be delivered within one year from the date of proceedings, the carrier and ship, in any case, should be exempt from the loss or damage to all of the negative responsibility. "
6, obligations and responsibilities of the shipper
① obligation to ensure that the correct description of the goods. "Hague Rules" the third paragraph 5 states: "The shipper shall ensure that the carrier when the shipment of the goods he offered a symbol, number, quantity and weight of correctness, and because of this information is incorrect on the rise or cause of all loss, damages and costs, given the carrier compensation. "
② not allowed the shipment of dangerous goods obligations. "Hague Rules" paragraph 6 of Article IV: If the shipper without the consent of the carrier and the consignment is flammable, explosive or other dangerous goods, should therefore caused directly or indirectly responsible for all damages and costs.
③ damages. According to the "Hague Rules" pursuant to article IV: The shipper is his fault or his agent or servant to the carrier or the ship for damage, liability. Can be seen, the shipper is liable for the principle of fault liability entirely.
7, the transport terms of the contract null and void
According to the "Hague Rules" the third paragraph 8 states: transport contract or agreement in any terms, any lifting of the carrier's responsibility according to the rules or obligations, or different from the rules to reduce such liabilities or obligations, null and void. Conducive to the interests of the insurance carrier or similar clause, shall be deemed to belong to relieve the carrier of liability provisions.
8, the scope of application
"Hague Rules" Article 5.2 states: "This Convention shall not apply to charter parties, but if the bill of lading issued under charter party, they should be consistent with provisions of the Convention." While Article X of the Rules : "the provisions of this Convention shall apply to any Contracting State in all bills of lading issued."
With this rule "transport contract" provisions of the definition, we can see: ① the ship under a charter contract or lease issued under the bill of lading case, if the third party bill of lading in the hands of non-carrier, that carrier is used to adjust the bill of lading relationship with the bill of lading holder, the "Hague Rules" still applies. ② not "Hague Rules" bill of lading issued by States, although not part of the "Hague Rules" mandatory scope, but if there on the bill of lading applicable "Hague Rules" in the first clause, the "Hague Rules" agreement of the parties as applicable laws, also apply to the bill of lading.

Hague Rules, the main problems
1, more to safeguard the interests of the carrier, the disclaimers and limits on the maximum liability is particularly evident, resulting in a risk-sharing on the imbalance.
2, the form does not take into account the need for container transportation.
3, the liability provisions during the less-well, there two before loading and after discharge gap during the actual lack of accountability, is not conducive to safeguarding the legitimate rights and interests of the cargo.
4, unit compensation limit is too low, the limitation period is too short, too narrow in scope.
5, the interpretation of certain provisions have not yet unified, "Management of Ships" and "management of goods," the difference; and cargo loss or damage relating to the meaning; limitation of liability as a unit of the explanations, because there is no uniform interpretation and the controversial.

Attached: "Hague Rules"

Hague Rules - Article
Used in this Convention the following words have the following meanings:
(A): Carrier: including the contract of carriage with the shipper to the shipowner or charterer.
(B) "contract of carriage" applies only to property bill of lading or any similar document for the transport of goods by sea contracts; or under the charter party charter party bill of lading issued by any property or documents, they become constraints between the carrier and the certificate holder's relationship criteria, are also included.
(C) "goods" includes goods, wares, merchandise, and any variety of items, but live animals as well as stated in the contract of carriage has been carried on deck, and except for such shipments.
(D) "ship" means any transport of goods by sea for the ship.
(E) "cargo" means from the time when the goods are loaded, to remove the boat when the period ended.

Hague Rules - Article
Except in accordance with Article VI, each contract of carriage of goods by sea the carrier, the loading of the goods, handling, loading, transporting, custody, care and uninstall, the following provisions shall be in accordance with the responsibilities and obligations and enjoy rights and exemption.

The Hague Rules - Article
1, the carrier shall be bound before and diligence when sailing:(A) the ship for sailing; (b) appropriately equipped with crew, equipment, ships and supply vessels; (c) the cargo, refrigerated cargo tanks and other ship at the best suitable and safe for their reception, transport and storage of goods.2, except in accordance with Article IV, the carrier shall properly and carefully handling, transportation, loading, transporting, custody, care and discharge the goods carried.
3, the carrier or the master or agent of the carrier accepting the goods in the property of their care, after the request of the shipper, the shipper shall issue a bill of lading, it is stated as the following:
(A) and start writing by the shipper prior to loading the same provider, the goods required for the identification of the major marks, if the marks are marked by stamping or otherwise of the goods with no packaging, or in which the equipment have the goods on the box or packaging, which usually marks the end of the voyage should remain clearly identifiable.
(B) to provide the shipper in writing the number of packages or pieces, or quantity, or weight.
(C) the surface state of the goods.
However, the carrier, master or agent of the carrier, the goods do not have any marks, number, quantity or weight of that mark in the bill of lading or, if he has reasonable grounds to suspect that the bill of lading does not correctly represent the goods actually received, or without reasonable means of checking it.
4, in accordance with paragraph 3 (a), (b), (c) set out the content of such a bill of lading, should be used as the carrier received the goods contained in the bill of lading is prima facie evidence.
5, the shipper shall be deemed to have guaranteed to the carrier at the time of shipment, provided by his marks, number, quantity and weight are correct; and should pay compensation to the carrier because these items are not correct all arising out of or resulting loss, damage and expense. Carrier's right to such compensation does not relieve the shipper under the contract of carriage to any person other than the responsibilities and obligations.
6, in the goods handed over to the right under the contract of carriage or the time before receipt of the person, unless the port of discharge the cargo loss and damage in general, has been written notification to the carrier or his agent, then such transfer shall be as a carrier to deliver the goods in accordance with the provisions of the bill of lading is prima facie evidence.
If the loss or damage is not apparent, then such notification shall deliver the goods within three days from the date of submission. If the status of the goods at the time of acceptance of joint survey or inspection, we no longer need to submit a written notice.
Except from the date of delivery of the goods delivered or to be made within one year from the date of action, the carrier and the ship is in any case exempt from the loss or damage to the bear all the responsibility. Case of any actual or presumed loss or damage, the carrier and the consignee must be given to inspecting and tallying the goods, all reasonable facilities to each other.
7, the loading of the goods, if the shipper demands, the issue of "shipped" bill of lading, the carrier, master or agent of the carrier's bill of lading issued to the shipper, should be "shipped" bill of lading, if the shipper in advance property in such goods has been made in documents, such documents is also due, in exchange for a "shipped" bill of lading. However, according to the carrier's decision, in the port of loading by the carrier, master or agent of property at the documents indicated on the name of the vessel loading and shipment date. After such documents as specified above, if contained within the meaning of Article 3 projects under this section shall be "shipped" bill of lading.
8, any provision of the contract of carriage, contract or agreement, any lifting of the carrier or the ship for the negligence, fault or failure to perform duties and obligations under this article, thus causing the cargo or cargo loss or damage on the responsibility, or the following with the provisions of this Convention to reduce this responsibility, then null and void. Conducive to the interests of the insurance carrier or similar clause, shall be deemed to belong to relieve the carrier of liability provisions.


The Hague Rules - Article
1, regardless of carrier or the ship for unseaworthiness due to loss or damage caused, are not responsible, unless made = to is due to the carrier fails to Article 1 of this Article, due diligence; the appropriate ship Air; Paul 0 card properly equipped crew, equipment and supply ship, and the cargo, refrigerated compartment and the other vessel loading at the best suitable and safe for their reception, transport and storage of goods. Where by reason of unseaworthiness caused the loss and damage, for the due diligence has the burden of proof requirements under this exemption by the carrier or other = alone.
2, regardless of carrier or the ship, for the following reasons or causes loss or damage caused, is not responsible for:(A) master, mariner, pilot or the carrier of persons employed in navigation or management of the ship in the act, neglect or failure to perform obligations. (B) fire, but the carrier's actual fault or privity exception caused. (C) the sea or other navigable waters of the disaster can be dangerous and accidents. (E) acts of war. (F) acts of public enemies. (G) monarch, those in power or control or people detained, or detained by law. (H) quarantine restrictions. (I) the shipper or owner, its agent, or representative of the act or omission. (J) for any reason, whether caused by partial or full strikes, lockouts or limit stop work. (K) riots and disturbances. (L) Saving or attempting to save life or property at sea. (M) the inherent shortcomings of the goods, properties or defects caused by volume or weight loss, or any other loss or damage. (N) poor packing. (O) marks unclear or inappropriate. (P), although due diligence can not discover the potential drawbacks. (Q) not due to the carrier's actual fault or privity, or the carrier's agent, or hiring personnel caused by the fault or negligence of any other reason; but requires reference to the interests of the people of this exemption shall be responsible for the burden of proof to prove that loss of or damage to the carrier because neither the actual fault or privity, nor the carrier's agent or hire personnel caused by the fault or negligence.3, for any non-shipper, the shipper's agent or hire personnel, caused by the fault or negligence of the carrier or the ship suffered loss or damage, the shipper is irresponsible.
4, for the relief or attempting to save life or property at sea deviation occurred, or any reasonable deviation, are not as damage or violation of this Convention or the behavior of the contract of carriage; carrier for any resulting loss or damage caused, not responsible.
6, the carrier or the ship, in any case relating to the goods on the goods or loss of or damage to, or each unit over one hundred pounds per billing or its equivalent in other currencies part, not responsible; but checked people in prior to loading cargo on the nature and value of the proposed declaration, and has been indicated in the bill of lading, unless.
The statement by the load, such as bills of lading, that as prima facie evidence, but it is not binding on the carrier or the final.
The carrier, master or agent of the carrier and shipper agreement may provide that the provisions of this paragraph is different from the other maximum, but not less than the maximum amount.
If the carrier bill of lading, intentionally misrepresent the nature or value of the goods, in any case, the carrier or the ship, cargo or for loss or damage relating to the goods, not responsible.
7, the carrier, master or agent of the carrier do not know in advance the nature of the load with flammable, explosive or dangerous goods can be unloaded at any time prior to its disposal in any place, or destroy, or rendered harmless, without payment of compensation; the cargo shipper, the cargo load response due directly or indirectly, damage or expense arising from all responsibility. If you know the nature of the cargo carrier and has agreed to load, then ship the goods or hazardous cargo, the same may also be that the goods unloaded at any place, or destroy, or make no harm, and liable, but the general average unless the event.

Hague Rules - Article
Carrier is free to give up all or part of this Convention under his rights and immunities or to increase what he should bear any of the responsibilities and obligations. However, such a waiver or increase shall be issued to the shipper's bill of lading.
Provisions of this Convention does not apply to charter parties, but if the bill of lading issued under charter party, the bill of lading should be consistent with the provisions of this Convention. Any provision of this Convention are without prejudice to filling the bill of lading relating to any legal provisions of general average.

Hague Rules - Article
Notwithstanding the foregoing provision, they do not violate public order, the carrier, master or agent of the carrier was on the carrier and the shipper of goods for any particular responsibilities and obligations, and rights enjoyed by and immunities, or seaworthiness of the ship's responsibility, in any condition, free to enter into any agreement. Or officer or agent of the carrier employed in the marine cargo loading, handling, loading, transporting, custody, care and attention and care should uninstall issues, freedom to enter into any agreement. However, in this case, must not issue or not issue bills of lading, and the terms of the agreement shall not transfer loads and indicate the receipt of such words.
Entered into any such agreement has full force and effect.
But this section shall not apply to transactions in accordance with normal trade procedures in general freight business, but only to be shipped in the nature and status of the property, or for transportation, according to the environment, the terms and conditions, have entered into special agreements, when reasonably necessary to to apply.


Hague Rules - Article
Any provision of this Treaty, does not prevent the carrier or shipper for the carrier or the ship on the sea before the ship's cargo at loading or unloading after the loss or damage suffered, or the goods custody, care and handling the loss of or damage to the responsibilities and obligations, enter into any agreement, terms, conditions, reservations or exclusions.

Hague Rules - Article
The Convention provides that the shipowner will not affect the ocean limitation of liability under any existing law the rights and obligations of the carrier.

The Hague Rules - Article IX
The monetary unit referred to the Convention for the price of gold.
Where the parties are not in pounds sterling as a currency unit, it will have to keep the pound within the meaning of this Convention amounts to a way round for the national currency equivalent to the right.
National laws for the debtor to retain the ship arrived in port of discharge, according to the date of notification of the exchange rate in local currency to pay off the debt of its right to the goods.

Hague Rules - Article
The provisions of this Convention and applicable to any State Party in all bills of lading issued.



The Hague Rules - Article XI
From the date of signature of this Convention does not exceed the period of two years, the Belgian government should have declared a party to this Convention to be ratified to keep in touch, in order to decide whether this Convention enters into force. Ratification States Parties shall consult to determine the date of deposit in Brussels. The first load of ratification shall be deposited by the participating countries and representatives of the Belgian Minister of Foreign Affairs within the protocol signed.
After the deposit of ratification, shall notify in writing sent to the Belgian Government, together with approval documents.
Belgian Government, should be immediately recorded for the first time the instrument of ratification of the Protocol and the paragraph on notification of ratification accompanying such certified copies, sent through diplomatic channels, have signed this Convention or acceded to the Convention countries. Circumstances referred to in the previous paragraph, the Belgian Government shall be notified at the same time, Zhi Zhao countries.

Hague Rules - Article XII
Who have not traveled the country signed the Convention, whether or not to attend the international conference held in Brussels, can accede to it.
To be added to this Convention, shall be notified in writing of its intention to the Government of Belgium, and sent its accession documents, the file should be stored in the archives of the Belgian Government.
Belgian Government will accede to this Convention shall be immediately certified the notice a copy of distribution have signed this Convention or acceded to this Convention, and indicate the date of its receipt of such notification.

Hague Rules - Article XIII
States signing, ratifying or acceding to this Convention, declare that its acceptance of the Convention does not include any or all of the dominion or colony, overseas possessions, protectorates or in its sovereignty or authority under the jurisdiction of the area; and can then represent these statement did not include any dominion or colony, overseas possessions, protectorates or regions will be added to this Convention. Parties can also provisions of this Convention, on behalf of Dominion or any of its colonies, overseas possessions, protectorates or the sovereignty or territorial authority will be under the jurisdiction denounce this Convention.

Hague Rules - Article XIV
The first instrument of ratification on the Convention between the countries, the Protocol recorded in the year after the date of deposit into effect. After ratifying or acceding to this Convention under article 13 the provisions of national or make the entry into force of the country, this Belgian government received 11, paragraph 2 and Article 12, paragraph 2 take effect six months after the notice.
Hague Rules - Article XV
If parties wish to denounce the present Convention, the Belgian Government written notice of the application, the Belgian Government immediately notify the certified copies thereof to other countries, and indicate the date of its receipt of such notification.
This exit is only valid for the notifying country, the effective date of the notice from the date of service of the Belgian Government a year later.


Hague Rules - Article XVI
Any State Party has the right to amend the Convention to consider the matter, the request to convene a new meeting.
To exercise this right of the State, through the Belgian Government to its intention to notify other countries, a meeting arranged by the Belgian Government matters.
August 25th, 1924 at Brussels, namely a.
Protocol signed
The signing of the "uniform bill of lading number of the International Convention for the rule of law", the following Plenipotentiaries have signed this Protocol used; this Protocol as if it had included in its terms as attached to the Convention, have the same effect.
States Parties to give legal effect to this Convention, or the rules adopted by this Convention in order to form appropriate to their national legislation into law in the country, to take effect.
States Parties shall retain the following powers:
1, the fourth event of the provisions of paragraph 2 (c) to (p) above situation, the holder shall be entitled to bill of lading is not in paragraph (a) As mentioned in the carrier's fault or his staff by hiring loss or damage caused by the development of accountability.
2, the coastal trade in the country, under Article VI of the points will be used for a variety of goods, irrespective of which restricted under the last paragraph