集裝箱租賃合同操作實務(wù).doc

集裝箱租賃合同操作實務(wù)集裝箱租賃合同是規(guī)定租箱人與租箱公司雙方權(quán)利、義務(wù)和費用的協(xié)議和合同文本。租箱人在簽署合同之前一般要與租箱公司(或其代理人)商定租箱方式，數(shù)量,租金,交、還箱期，地點，租、退箱費用,損害修理責(zé)任及保險等事宜。租箱合同的主要條款一般有4個方面內(nèi)容。 交箱條款 交箱條款主要是制約租箱公司的條款，是指租箱公司應(yīng)在合同規(guī)定的時間和地點將答合合同條件的集裝箱交給租箱人。其內(nèi)容主要有： (1)交箱期。是指租箱公司將箱子交給租箱人的時間。為了給雙方都提供一些方便，交箱期通常規(guī)定一個期限,一般為730天。 (2)交箱量。為了適應(yīng)市場上箱，貨供求關(guān)系的變化，合同中對交箱量有兩種規(guī)定方法，一種是規(guī)定的交箱數(shù)量(或最低交箱量)；另一種是實際交箱量(可高于或低于前者)。 (3)交箱時箱子狀況。租箱公司交給租箱人的箱子應(yīng)符合有關(guān)國際公約與標(biāo)準(zhǔn)的規(guī)定，同時租和相人還箱時應(yīng)保證箱子保持和接近原來的狀況。為了保證這一點,雙方在提箱時箱子的狀況是通過雙方簽署的設(shè)備交接單來體現(xiàn)的。在具體操作中,規(guī)定租箱人雇用的司機和箱子所在堆場的箱管員,門衛(wèi)可作為雙方代表簽署設(shè)備交接單。 還箱條款 租箱合同中的還箱條款主要是制約租箱人的條款，是指租箱人應(yīng)在租用期滿后，按合同規(guī)定的時間，地點將狀況良好的箱子還給租箱公司。其主要內(nèi)容為： (1)還箱時間。指規(guī)定的還箱日期。如超期還箱，合同一般通過對超期天數(shù)加收租金方式解決；如果可能提前還箱，則要求事先訂立提前終止條款，定有該條款時，租箱人可提前還箱；如未訂立此條款，即使是提前還箱，租箱人仍需補交提前日數(shù)的追加租金。 (2)還箱地點。租箱人應(yīng)按合同規(guī)定或租箱公司另用書面形式確認(rèn)的具體地點還箱。在訂立合同時，租箱人應(yīng)盡量使還箱地點與箱子最終使用地點一致或接近，這樣可以減少空箱運輸費用。 (3)還箱時箱子狀況。租箱人在還箱時應(yīng)保證箱子外表狀態(tài)良好，即保證箱子保持提箱時雙方簽訂的設(shè)備交接單上說明的狀況。該條款一般規(guī)定如果還箱時外表有損壞，租箱人應(yīng)承擔(dān)修理責(zé)任與費用。 租箱合同中一般還規(guī)定還箱期滿若干天(有的是30天)后，租箱人仍未還箱，租箱公司將作為箱子全損處理。租箱人應(yīng)按合同規(guī)定的金額支付賠償金，在租箱公司未收到賠償金前，租箱人仍需按實際天數(shù)支付租金。 損害修理責(zé)任條款 租箱人還箱時，應(yīng)按設(shè)備交接單上記載的狀況還箱，如有損壞，則應(yīng)負(fù)責(zé)將箱子修理好后還箱，或承擔(dān)修一時費用。如租箱時在合同中訂立損害修理(Damage Protection Plan,DPP)條款并按規(guī)定付費，則租箱人對租箱期內(nèi)所造成的損壞在一定程度上不負(fù)修理責(zé)任，可將未修理的箱子退還租箱公司。不論箱子在租箱期內(nèi)是否損壞，DPP費用一律不予退還。 DPP條款從某仲意義上講，相當(dāng)于租箱人對租箱期內(nèi)集裝箱的損害進行了保險(但不是向保險公司投保)。但租箱人必須了解，DPP費用一般只保箱子的部分損害，不承擔(dān)全損和共同海損等責(zé)任。習(xí)慣上只負(fù)責(zé)比箱子當(dāng)時價值低一些的一個因定限額之內(nèi)，由租箱公司承擔(dān)；如超過此限額則，則超過部分仍需要租箱人承擔(dān)。DPP費用一般按租箱天數(shù)收取。 租金及費用支付條款 租箱人應(yīng)按時支付合同中規(guī)定承擔(dān)的各種費用及租金，這是自由使用集裝箱和具有某些權(quán)利和減少責(zé)任的前提，不按時支付費用和租金，則構(gòu)成違約，租箱公司有權(quán)采取適當(dāng)?shù)男袆又敝潦栈丶b箱。租箱合同的租金與費用支付條款主要包括下列內(nèi)容： (1)租期。租期一般理解為從交箱之日起至還箱之日止的一段時間。 (2)租金計算方法。租金按第箱天計收。租用天數(shù)計算一般從交箱當(dāng)日起算至租箱公司接受還箱的次日為止。在超期還箱情況下，超期天數(shù)按合同規(guī)定的租金另行支付(通常比正常租金高一倍)。如合同中定有提前終止的條款，租箱人支付提前終止費用(一般相當(dāng)于5-7天租金)后，租期到集裝箱進入還箱堆場日終止。 (3)租金支付方式。一般租金支付方式有兩種，按月支付或按季支付。租箱人應(yīng)在收到租金付通知單后，在規(guī)定時間內(nèi)(一般為30天)支付。如延則需按合同規(guī)定的費率加付利息。 (4)交、還箱手續(xù)費。租箱人應(yīng)按合同規(guī)定支付交、還箱手續(xù)費。該費用主要用來抵償因在堆場交、還箱所產(chǎn)生的費用(裝卸車費、單證費等)，其數(shù)額或由合同規(guī)定，或按交、還箱所在堆場的費用確定。租箱合同中除上述條款外，一般還有設(shè)備標(biāo)志更改條款及其他有關(guān)租箱責(zé)任，義務(wù)，保險和轉(zhuǎn)租等條款。 珠江口水域航行注意事項珠江口水域,海事部門規(guī)定的地理覆蓋范圍為1133200E1142400E與215500N222000N連線內(nèi)水域。在航海的實踐中，往往從蒲臺島開始至馬友石燈船之間的水域稱之為珠江口水域。 此段水域是水上交通繁忙區(qū)域，從2004年6月1日起實行珠江口水域船舶定線制。定線制有多航路交叉，水道縱橫交錯，港口密集，在該水域有多條船舶航路產(chǎn)生多種方向的交叉。 大濠水道定線制有四條分道通航段，加上現(xiàn)有的香港大嶼山快速船東段分道通航段，共有5條分道通航段的航路交叉，交通流狀況復(fù)雜。 為了解決多條航路交叉的問題，避免船舶交叉碰撞，設(shè)立了第三警戒區(qū)，警戒區(qū)內(nèi)設(shè)有半徑為80米的“安全島”，要求船舶穿越警戒區(qū)時，圍繞“安全島”逆時針航行。擔(dān)桿水道定線制與香港東博寮水道分道通航航路也形成交叉，第二警戒區(qū)就是為解決兩條分道通航航路的交叉而專門設(shè)置的。在警戒區(qū)中心設(shè)置燈船，為了使船舶易于辨明大濠水道定線制警戒區(qū)“安全島”的位置，在警戒區(qū)中心設(shè)置1艘安裝有雷達應(yīng)答器的燈船。 現(xiàn)以船舶西行為例，過蒲臺島之后，由東博寮水道進入香港水域的船只多為大型船舶，由于受到龍鼓洲西水道水深的制約，駛往深圳赤灣港的大型船舶也借道東博寮水道由龍鼓水道進港。所以，駛經(jīng)東博寮水域外側(cè)時，要嚴(yán)格遵守珠江口水域船舶定線制的規(guī)定，行駛在自己的航線上，遇有從東博寮水道駛出的大型船舶，應(yīng)根據(jù)1972年國際海上避碰規(guī)則進行避讓，必要時慢車等讓，同時可以保持香港海事的12頻道守聽，密切注意出口船舶的動態(tài)。這里也是海事高發(fā)水域，具體原因也就是交叉船舶互相爭行，因為西行船是規(guī)則上規(guī)定的讓路船，所以應(yīng)主動避讓出口船，以免出現(xiàn)緊迫局面。在遇有香港水域漲潮時，停泊在擔(dān)桿列島內(nèi)側(cè)的錨泊船也要依次進港，應(yīng)特別注意其搶頭。駛過東博寮水域之后，應(yīng)當(dāng)注意東行往南丫島拋錨的船舶，及早與之聯(lián)系，確定會讓意圖。 有些西行船舶在過外伶仃島之后，向左轉(zhuǎn)向進入桂山錨地或外伶仃島的大型船舶錨地拋錨，追越時要尤其謹(jǐn)慎，做到提前聯(lián)系，取得對方同意后方可追越。 再往西船舶駛經(jīng)東南報告線。即以桂山引航錨地中心點(220754N/1134650為圓心，半徑10海里，從擔(dān)桿水道(220854.5N/1135730E)至東澳島西南方附近水域(220016N/1134000E)的圓弧線。在實踐中，我把他設(shè)為一個經(jīng)度：即113度57分東經(jīng)，船舶應(yīng)當(dāng)用VHF09頻道向桂山交管報告自己的信息和動態(tài)。 進入大濠水道東南段的第四分隔帶北側(cè)通航分道，航向306度，轉(zhuǎn)向進入前可把大鴉洲燈樁為參照，同時應(yīng)注意從第四分隔帶南側(cè)出口東行的船船，進入第三警戒區(qū)時，將航路1號燈船(即我們習(xí)慣稱的桂山燈船)置于左舷，靠警戒區(qū)右側(cè)半圓航行進入第五分隔帶東側(cè)通航分道，航向348度，再經(jīng)大濠水道北段駛往廣州或珠江三角洲其他港口，通過第五分隔帶北側(cè)端部時，應(yīng)將航路2號燈浮(紅白豎條相間球形望板，裝雷達反射器(3米標(biāo))置于左舷。在第三警戒區(qū)航行時，應(yīng)注意從第三分隔帶東側(cè)通航分道進口的船舶，以及經(jīng)第六分隔帶、大嶼山快速船分道兩側(cè)通航分道穿越第三警戒區(qū)的高速客船。 在由分流角駛?cè)胫榻虻倪^程中，會與進入深圳的船舶航向形成交叉，此時應(yīng)當(dāng)確定會讓意圖，謹(jǐn)慎避讓。此外在漁汛期，還要注意在航道中穿越的拖網(wǎng)漁船。 航運操作分油機常見故障1.分離筒達不到規(guī)定轉(zhuǎn)速 原因：制動器未松開；摩擦離合器內(nèi)混入油脂，摩擦片打滑或損壞；電動機或電氣設(shè)備故障。 2.不能進油或分油過程斷油 (1)由于泵或管路的問題不能產(chǎn)生足夠低的吸入壓力，油泵傳動齒輪錐銷折斷；泵嚴(yán)重磨損，間隙太大；泵轉(zhuǎn)速太低；吸如管漏氣；油柜已空。 (2) 泵吸入壓力過低：油柜油位太低；供油泵前濾器堵塞或管路不通；油溫太低，粘度太大。 3.出水口跑油 (1)水封水未能建立或受到破壞：起動時水封水未加或加得太少；進油閥開得太猛，水封被破壞；轉(zhuǎn)速不足使水封壓力不夠；分離盤片間臟堵。 (2) 油水分界面外移至分離盤:外重力環(huán)內(nèi)徑過大；油未加熱至要求值，密度大。 4.排渣口跑油：(排渣口未能封閉) (1)滑動圈不能上移堵死密封水腔泄水口。 分離筒上小空堵塞不能泄水；滑動圈下方彈簧失效；滑動圈上方塑料堵頭失嚴(yán)。 (2)滑動底盤下部缺密封水 高置水箱無水；工作水系統(tǒng)管道或控制閥堵塞或嚴(yán)重漏泄；滑動底盤周向密封圈失效漏泄。 (3)滑動底盤與分離筒蓋不能貼緊 滑動底盤上端面密封環(huán)失效；傳動齒輪和軸承過度磨損使立軸下沉。 5.不能排渣 缺少壓下滑動圈的開啟工作水：高置水箱無水；工作系統(tǒng)管道或控制閥堵塞或嚴(yán)重漏泄，有關(guān)工作水孔臟堵不通；滑動全周向密封失效。 6.出現(xiàn)異常振動或噪聲 分離筒安裝不正確，緊固件松動或與機蓋，配水盤摩擦，傳動機械因缺油或油質(zhì)差而覺壞；軸承過度磨損而使立軸下沉，供油泵卡阻或損壞；摩擦離合器損壞或過度磨損，質(zhì)量不均勻，排渣不凈；分離筒內(nèi)積渣不均。 提單操作一、打制訂艙單。 1. 訂艙單用下貨紙根據(jù)貨主提供的委托單制作。需要填制的項目有：SHIPPER、CONSIGNEE、NOTIFY 、POR、MARKSNOS、QUANTITY、DESCRIPTION OF GOODS、GROSS WEIGHT IN KILOS、MEASUREMENT、TOTAL。 2. 打制完上述內(nèi)容后，注明運輸條款。在訂艙單的右上角打上代理人的電話、傳真，并加蓋代理人方章，送至配載的船公司。 二、收到貨主正式單據(jù)后進行審單。 1.單證必須齊全。 貨主必須提供的單據(jù)有：合同副本（售貨確認(rèn)書、形式發(fā)票）、正本裝箱單至少一份、正本發(fā)票至少一份、正本出口收匯核銷單，出口貨物如需海關(guān)監(jiān)管條件還必須提供相應(yīng)證件。 2.如果貨主提供的單據(jù)已繕制好，可以從以下方面審核： A、合同、委托與裝箱單、發(fā)票上顯示的尺碼、重量是否一致。 B、合同、委托與裝箱單、發(fā)票上顯示的金額以及幣種是否一致（合同金額不小于發(fā)票金額）。 C、合同、委托與裝箱單、發(fā)票上顯示的發(fā)票號是否一致。 D、合同、委托與裝箱單、發(fā)票上顯示的合同號是否一致。 E、正本單據(jù)不許有任何涂改。 F、合同不能是手寫，否則用打字機重新繕制。 3.如果貨主提供的單據(jù)空白，可按下列項目繕制： A、裝箱單主要填制的內(nèi)容為麥頭、發(fā)票號碼、合同號、裝貨港、卸貨港、品名、規(guī)格、數(shù)量、毛重、凈重。 B、發(fā)票主要填制的內(nèi)容為嘜頭、合同號、發(fā)票號、裝貨港、卸貨港、貨物描述、數(shù)量、單價、總價。 三、轉(zhuǎn)報關(guān)單據(jù)。 接到船公司集港通知后，取回下貨紙。在集港前一天下午3時前，電話同港務(wù)局貨運科做集港計劃，制下貨小條（一式三聯(lián)）。 A、轉(zhuǎn)至報關(guān)行的單據(jù)有，裝箱單、發(fā)票、合同、委托報關(guān)協(xié)議、報關(guān)單、下貨紙、聯(lián)系單（一式兩聯(lián)）、海關(guān)監(jiān)管條件涉及的證件，上述單據(jù)各1份。 B、編號為1、2、3的單據(jù)必須由貨主提供。 C、委托報關(guān)協(xié)議（副本也可以），用規(guī)定格式加蓋出口單位公章，填上相應(yīng)內(nèi)容。 D、下貨紙。在前述訂艙單的基礎(chǔ)上，在相應(yīng)的位置補充船名、航次、提單號，貨物描述需用中文加以標(biāo)識，報關(guān)只需提供裝貨單收貨單留底聯(lián)，每一聯(lián)的右上角都應(yīng)加蓋代理人方章。下貨紙裝貨單應(yīng)蓋有該條船船代的簽章。 E、聯(lián)系單。聯(lián)系單是代理人與報關(guān)行聯(lián)系的單據(jù)，上面列明代理人轉(zhuǎn)給報關(guān)行何種單據(jù)及份數(shù)，將單據(jù)轉(zhuǎn)至報關(guān)行前，應(yīng)填好一式兩聯(lián)的聯(lián)系單，單據(jù)轉(zhuǎn)至報關(guān)行后，其中一聯(lián)應(yīng)有報關(guān)行相關(guān)人員的簽字，以備存檔。 F、合同、裝箱單、發(fā)票、報關(guān)單、許可證、商檢證轉(zhuǎn)至報關(guān)行前應(yīng)有留底。 四、確認(rèn)提單。 A、繕制提單前應(yīng)注意貨主有無特殊要求，一般情況下，貨主都會在委托中注明。 B、如要求在提單中顯示“SHIPPED ON BOARD”簽單時，應(yīng)注意上、下簽章(其中之一應(yīng)簽在SHIPPED ON BOARD 旁邊)。 C、如果涉及倒簽、預(yù)借，應(yīng)事先與船公司確認(rèn)好是否能接受，如果可以接受，應(yīng)填制好保函傳真給貨主，讓其加蓋公章，返回后再由代理人提供給相關(guān)船公司。 貿(mào)易操作租賃需辦理的手續(xù)一、以租賃方式引進設(shè)備，其報批手續(xù)同一般技改引進項目相同，需報請有關(guān)上級批準(zhǔn)立項。 二、引進單位將上述批件或其復(fù)印本提交租賃公司，經(jīng)審查同意后即可受理。 三、根據(jù)引進單位自行選擇或上租的推薦，決定國外制造廠商，進行詢價，組織技術(shù)洽談和商務(wù)談判，對金額較大或技術(shù)性很強的項目，組織赴國外考察，談妥后，由上租同國外制造廠簽訂購貨合同，并與承租人簽訂租賃合同。 四、設(shè)備價款由上租籌措外匯支付，設(shè)備由制造廠直接交貨給承租人，在設(shè)備到貨后，由承租單位在規(guī)定期限內(nèi)分期以外匯償付租金，因此在建立項目時承租單位應(yīng)對按期支付的外匯金額做出妥善安排。 五、為保證租金的按期償付，承租單位在提出租賃委托書的同時，應(yīng)向上租提交其主管局（公司）或當(dāng)?shù)亟鹑跈C構(gòu)出具的經(jīng)濟保證書，擔(dān)保承租單位按期償付租金。 六、租賃期滿，承租人依照合同規(guī)定的象征性價格，將設(shè)備購為己有。海牙維斯比規(guī)則（English）Hague-Visby Rules Article I Definitions In these Rules the following expressions have the meanings hereby assigned to them respectively, that is to say, (a) carrier includes the owner or the charterer who enters into a contract of carriage with a shipper; (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 water, 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)goods includes goods, wares, merchandise and articles of every kind whatsoever, except live animals and cargo which by the contract of carriage is stated as being carried on deck and is so carried; (d) ship means any vessel used for the carriage of goods by water; (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. Article II Risks Subject to the provisions of Article VI, under every contract of carriage of goods by water 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. Article III Responsibilities and Liabilities 1. The carrier shall be bound, before and at the beginning of the voyage, to exercise due diligence to (a) make the ship seaworthy; (b) properly man, equip and supply the ship; ? 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. Subject to the provisions of Article IV, the carrier shall properly and carefully load, handle, stow, carry, keep, care for and discharge the goods carried. 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) 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) either the number of packages or pieces, or the quantity, or weight, as the case may be, as furnished in writing by the shipper; ? the apparent order and condition of the goods: 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. 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 paragraphs 3(a), (b) and ?. However, proof to the contrary shall not be admissible when the bill of lading has been transferred to a third party acting in good faith. 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 indemnify 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. 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. 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. Subject to paragraph 6bis the carrier and the ship shall in any event be discharged from all liability whatsoever in respect of the goods, unless suit is brought within one 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 of action has arisen. 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. 6.bis An action for indemnity against a third person may be brought even after the expiration of the year provided for in the preceding paragraph if brought within the time allowed by the law of the Court seized of the case. However, the time allowed shall be not less than three months, commencing from the day when the person bringing such action for indemnity has settled the claim or has been served with process in the action against himself. 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 the same shall for the purpose of this Article be deemed to constitute a shipped bill of lading. 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 connection 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 these Rules, shall be null and void and of no effect. A benefit of insurance or similar clause shall be deemed to be a clause relieving the carrier from liability. Article IV Rights and Immunities 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 III. 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. Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from (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) fire, unless caused by the actual fault or privity of the carrier; ? perils, dangers and accidents of the sea or other navigable waters; (d) act of God; (e) act of war; (f) act of public enemies; (g) arrest or restraint of princes, rulers or people, or seizure under legal process; (h) quarantine restrictions; (I) act or omission of the shipper or owner of the goods, his agent or representative; (j) strikes or lock-outs or stoppage or restraint of labour from whatever cause, whether partial or general; (k) riots and civil commotions; (l) saving or attempting to save life or property at sea; (m) wastage in bulk or weight or any other loss or damage arising from inherent defect, quality or vice of the goods; (n) insufficiency of packing; (o) insufficiency or inadequacy of marks; (p) latent defects not discoverable by due diligence; (q) any other cause arising without the actual fault and privity of the carrier, or without the 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. 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. 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 these Rules or of the contract of carriage, and the carrier shall not be liable for any loss or damage resulting therefrom. 5. (a) Unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the bill of lading, neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connection with the goods in an amount exceeding 666.67 units of account per package or unit or 2 units of account per kilogramme 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 of such goods at the place and time at which the goods are discharged from the ship in 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 no commodity exchange price or current market price, by reference to the normal value of goods of the same kind and quality. ? Where a container, pallet or similar article of transport is used to consolidate goods, the number of packages or units enumerated in the bill of lading as packed in such article of transport shall be deemed the number of packages or units for the purpose of this paragraph as far as these packages or units are concerned. Except as aforesaid such article of transport shall be considered the package or unit. (d) The unit of account mentioned in this Article is the Special Drawing Right as defined by the International Monetary Fund. The amounts mentioned in sub-paragraph (a) of this paragraph shall be converted into national currency on the basis of the value of that currency on the date to be determined by the law of the Court seized of the case. The value of the national currency, in terms of the Special Drawing Right, of a State which is a member of the International Monetary Fund, shall be calculated in accordance with the method of valuation applied by the International Monetary Fund in effect at the date in question for its operations and transactions. The value of the national currency, in terms of the Special Drawing Right, of a State which is not a member of the International Monetary Fund, shall be calculated in a manner determined by that State. Nevertheless, a State which is not a member of the International Monetary Fund and whose law does not permit the application of the provisions of the preceding sentences may, at the time of ratification of the Protocol of 1979 or accession thereto or at any time thereafter, declare that the limits of liability provided for in this Convention to be applied in its territ