Likumprojekts

Satiksmes ministra vietas izpildītājs –

Ministru prezidents biedrs

A.Ðlesers

Tulkojums

ŠĪS KONVENCIJAS DALĪBVALSTIS,

IR VIENOJUŠĀS PAR SEKOJOŠO:

1. Šī Konvencija attiecas uz visiem starptautiskajiem pasažieru, bagāžas un kravas pārvadājumiem, ko par samaksu veic gaisa kuģis. Tā tāpat attiecas uz bezmaksas pārvadājumiem ar gaisa kuģi, ko veic gaisa transporta uzņēmums.

3. Pārvadājums, ko secīgi veic vairāki pārvadātāji, šīs Konvencijas izpratnē tiek uzskatīts par vienu nedalītu pārvadājumu, ja puses to uzskata par vienu darbību vai ja vienošanās par to ir noslēgta viena līguma veidā, vai arī ar virkni līgumu, un tas nezaudē savu starptautisko raksturu tikai tāpēc, ka viens līgums vai līgumu virkne ir jāizpilda tikai vienas un tās pašas valsts teritorijā.

4. Šī Konvencija attiecas arī uz pārvadājumiem, kas minēti V. nodaļā, ievērojot tajā ietvertos noteikumus.

2. Pārvadājot pasta sūtījumus, pārvadātājs ir atbildīgs tikai attiecīgajai pasta administrācijai saskaņā ar noteikumiem, kas piemērojami attiecībās starp pārvadātājiem un pasta administrācijām.

3. Šīs Konvencijas noteikumi, izņemot šī panta 2.punktā paredzētos noteikumus, neattiecas uz pasta sūtījumu pārvadāšanu.

1. Attiecībā uz pasažieru pārvadāšanu tiek izsniegts individuāls vai kolektīvs pārvadājuma dokuments, kurā ir ietverts:

a) sākumpunkta un galapunkta vietu norādījums;

2. Dokumenta, kurš norādīts 1.punktā, izsniegšanu var aizstāt ar jebkuru citu līdzekli, kurš saglabā šajā 1.punktā minēto informāciju. Ja tiek izmantoti jebkuri citi šādi līdzekļi, pārvadātājs piedāvā izsniegt pasažierim rakstisku paziņojumu par šādi saglabātu informāciju.

3. Pārvadātājs izsniedz pasažierim bagāžas identifikācijas zīmi katrai reģistrētās bagāžas vienībai.

4. Pasažierim izdod rakstisku paziņojumu par to, ka tur, kur šī Konvencija tiek piemērota, tā regulē un var ierobežot pārvadātāju atbildību attiecībā uz nāvi vai veselības bojājumiem un bagāžas iznīcināšanu, nozaudēšanu vai bojāšanu, un aizkavēšanos.

5. Iepriekš minēto punktu noteikumu neievērošana neietekmē pārvadājuma līguma pastāvēšanu vai spēku. Tas tomēr ir pakļauts šīs Konvencijas noteikumiem, ieskaitot noteikumus attiecībā uz atbildības ierobežojumu.

1. Attiecībā uz kravas pārvadājumu tiek izsniegta gaisa kravas pavadzīme.

Gaisa kravas pavadzīme vai kravas kvīts ietver:

Ja nepieciešams ievērot muitas, policijas un tamlīdzīgu pārvaldes institūciju formalitātes, nosūtītājam var pieprasīt izsniegt dokumentu, kas norāda kravas raksturu. Šis noteikums nerada pārvadātājam no tā izrietošus pienākumus, saistības vai atbildību.

1. Nosūtītāja izrakstītā gaisa kravas pavadzīme sastāv no trijiem oriģināleksemplāriem.

2. Pirmo eksemplāru apzīmē - “pārvadātājam”, un to paraksta nosūtītājs. Otro eksemplāru apzīmē - “saņēmējam”, un to paraksta nosūtītājs un pārvadātājs. Trešo eksemplāru paraksta pārvadātājs, kurš to nodod nosūtītājam pēc tam, kad krava ir tikusi pieņemta.

4. Ja pēc nosūtītāja lūguma pārvadātājs sastāda gaisa kravas pavadzīmi, tad, ja nav pierādījumu par pretējo, tiek uzskatīts, ka pārvadātājs to darījis nosūtītāja vārdā.

Šīs Konvencijas 4. līdz 8.panta prasību neievērošana neietekmē pārvadājuma līguma pastāvēšanu vai spēku. Tas tomēr ir pakļauts šīs Konvencijas noteikumiem, ieskaitot tos noteikumus, kas attiecas uz atbildības ierobežojumu.

1. Nosūtītājs ir atbildīgs par to detaļu un paziņojumu pareizību, kas attiecas uz kravu un kurus tas iekļāvis vai kuri viņa vārdā iekļauti gaisa kravas pavadzīmē, vai kurus viņš sniedzis, vai kuri viņa vārdā sniegti pārvadātājam iekļaušanai kravas kvītī vai iekļaušanai reģistrācijā, ko saglabā ar 4.panta 2.punktā norādītajiem citiem līdzekļiem. Iepriekš minēto nosacījumu piemēro arī tad, ja persona, kas darbojas nosūtītāja vārdā, ir arī pārvadātāja aģents.

2. Nosūtītājs nodrošina pārvadātāju pret viņam vai jebkurai citai personai, kuras priekšā pārvadātājs ir atbildīgs, nodarīto visa veida kaitējumu, kura iemesls ir nosūtītāja vai tā vārdā sniegto detaļu un paziņojumu neprecizitāte, nepareizība vai nepilnība.

3. Saskaņā ar šī panta 1. un 2.punkta noteikumiem pārvadātājs nodrošina nosūtītāju pret viņam vai jebkurai citai personai, kuras priekšā nosūtītājs ir atbildīgs, nodarīto visa veida kaitējumu, kura iemesls ir to detaļu un paziņojumu neprecizitāte, nepareizība vai nepilnība, kuras pārvadātājs iekļāvis vai kuras viņa vārdā iekļautas kravas kvītī vai reģistrācijā, kas saglabāta ar 4.panta 2.punktā norādītajiem citiem līdzekļiem.

1. Gaisa kravas pavadzīme vai kravas kvīts ir prima facie pierādījums par līguma noslēgšanu, par kravas pieņemšanu un par tajā minētajiem pārvadājuma nosacījumiem.

2. Ja nav iespējams izpildīt nosūtītāja norādījumus, pārvadātājam par to nekavējoties ir jāinformē nosūtītājs.

4. Nosūtītājam piešķirtās tiesības beidz pastāvēt tajā brīdī, kad saņēmējs iegūst šīs tiesības saskaņā ar 13.pantu. Tomēr, ja saņēmējs atsakās pieņemt kravu vai ar viņu nevar sazināties, atkal tiek atjaunotas nosūtītāja tiesības rīkoties ar kravu.

1. Izņemot gadījumu, kad nosūtītājs ir īstenojis savas tiesības saskaņā ar 12.pantu, saņēmējam līdz ar kravas nonākšanu galapunktā ir tiesības pieprasīt pārvadātājam nogādāt kravu pie viņa, samaksājot radušos izdevumus un piekrītot pārvadājuma nosacījumiem.

2. Pārvadātājam ir pienākums dot ziņu saņēmējam, tiklīdz krava ir ieradusies, ja par to nav citas vienošanās

3. Ja pārvadātājs atzīst, ka krava ir pazudusi, vai ja krava nav pienākusi septiņu dienu laikā pēc datuma, kurā tai vajadzēja pienākt, saņēmējs ir tiesīgs pret pārvadātāju īstenot tiesības, kas izriet no pārvadājumu līguma.

Nosūtītājs un saņēmējs var attiecīgi īstenot visas tās tiesības, kuras tiem piešķir 12. un 13.pants, katrs savā vārdā: vai nu darbojoties savās interesēs vai cita interesēs ar nosacījumu, ka tas īsteno pārvadājuma līguma uzliktās saistības.

1. Šīs Konvencijas 12., 13. un 14.pants neietekmē ne nosūtītāja attiecības ar saņēmēju, ne trešo pušu savstarpējās attiecības, kuras savas tiesības ieguvušas vai nu no nosūtītāja, vai no saņēmēja.

2. Šīs Konvencijas 12., 13. un 14.panta noteikumus var mainīt tikai ar skaidri izteiktiem noteikumiem gaisa kravas pavadzīmē vai kravas kvītī.

2.Pārvadātājam nav pienākuma interesēties par šādas informācijas vai dokumentu pareizību vai pietiekamību.

1. Pārvadātājs ir atbildīgs par kaitējumu, kas nodarīts pasažiera nāves vai veselības bojājumu gadījumā, tikai ar nosacījumu, ka negadījums, kas izraisīja nāvi vai veselības bojājumus, ir noticis gaisa kuģī vai jebkuras iekāpšanas vai izkāpšanas darbības laikā.

3. Ja pārvadātājs atzīst, ka reģistrētā bagāža ir pazudusi, vai ja reģistrētā bagāža nav pienākusi divdesmit vienas dienas laikā pēc datuma, kurā tai vajadzēja pienākt, pasažieris ir tiesīgs īstenot pret pārvadātāju no pārvadājuma līguma izrietošās tiesības.

4. Ja nav noteikts citādi, šajā Konvencijā termins “bagāža” nozīmē gan reģistrētu bagāžu, gan arī nereģistrētu bagāžu.

1. Pārvadātājs ir atbildīgs par zaudējumiem, kas nodarīti kravas iznīcināšanas, nozaudēšanas vai bojāšanas gadījumā, ar nosacījumu, ka notikums, kas izraisīja šādi nodarītos zaudējumus, ir noticis gaisa pārvadājuma laikā.

2. Tomēr pārvadātājs nav atbildīgs, ja viņš pierāda un tādā mērā, kādā viņš pierāda, ka iznīcināšana, nozaudēšana vai bojāšana notikusi viena vai vairāku sekojošo faktoru dēļ:

3. Gaisa pārvadājums šī panta 1.punkta nozīmē ietver to laika periodu, kurā par kravu ir atbildīgs pārvadātājs.

2. Par zaudējumiem, kas radušies saskaņā ar 17.panta 1.punktu, pārvadātājs nav atbildīgs tādā mērā, ka tie pārsniedz 100 000 SDR uz katru pasažieri tad, ja pārvadātājs pierāda, ka:

1. Gadījumā, ja zaudējumus izraisījusi aizkavēšanās, kā norādīts 19.pantā, personu pārvadājumos, tad pārvadātāja atbildība pret katru pasažieri ir ierobežota līdz 4150 SDR.

5. Iepriekš minētie šī panta 1. un 2.punkta noteikumi netiek piemēroti tad, ja tiek pierādīts, ka zaudējumi ir cēlušies pārvadātāja, tā darbinieku vai aģentu darbības vai nolaidības rezultātā, kas veikta ar nodomu radīt zaudējumus vai arī neapdomīgi un apzinoties, ka zaudējumi droši vien tiks nodarīti; un ar nosacījumu, ka šādas darbinieka vai aģenta darbības vai nolaidības gadījumā ir pierādīts arī tas, ka šāds darbinieks vai aģents rīkojās savu darba pienākumu ietvaros.

2. Ja iepriekšējā punktā minētajā izskatīšanā tiek secināts, ka inflācijas faktors ir pārsniedzis 10 procentus, Depozitārijs paziņo Dalībvalstīm par atbildības limitu pārskatīšanu. Jebkura šāda pārskatīšana stājas spēkā sešus mēnešus pēc tam, kad par to ir paziņots Dalībvalstīm. Ja trīs mēnešu laikā pēc paziņošanas par to Dalībvalstīm lielākā daļa Dalībvalstu izsaka savu nepiekrišanu, tad pārskatīšana nestājas spēkā, un Depozitārijs nodod šo jautājumu Dalībvalstu sanāksmei. Depozitārijs nekavējoties paziņo visām Dalībvalstīm par jebkuras pārskatīšanas stāšanos spēkā.

Pārvadātājs var izvirzīt nosacījumu, ka pārvadājuma līgums ir pakļauts augstākiem atbildības limitiem, nekā tie limiti, kas ir noteikti šajā Konvencijā, vai ka tas vispār nav pakļauts nekādiem atbildības limitiem.

Visi noteikumi, kas tiecas atbrīvot pārvadātāju no atbildības vai noteikt zemāku atbildības limitu nekā tas, kāds ir noteikts šajā Konvencijā, ir spēkā neesoši, bet jebkuru šādu noteikumu anulēšana neietver visa līguma anulēšanu, kas joprojām ir pakļauts šīs Konvencijas noteikumiem.

Nekas šajā Konvencijā neaizkavē pārvadātāju atteikties noslēgt jebkuru pārvadājuma līgumu, atteikties no tiesībām uz jebkādiem aizsardzības līdzekļiem, kas pieejami saskaņā ar šo Konvenciju, vai no nosacījumu noteikšanas, kas nav pretrunā ar šīs Konvencijas noteikumiem.

2. Kopsummas, kuras šajā gadījumā jāatgūst no pārvadātāja, tā darbiniekiem un aģentiem, nedrīkst pārsniegt minētos atbildības limitus.

3. Izņemot kravas pārvadājumus, šī panta 1. un 2.punkta noteikumi nav jāpiemēro tad, ja ir pierādīts, ka zaudējumi, kas cēlušies darbinieka vai aģenta darbības vai nolaidības rezultātā, ir nodarīti ar nodomu radīt zaudējumus vai nodarīti neapdomīgi un apzinoties, ka tiks nodarīti zaudējumi.

2. Bojājumu gadījumā personai, kurai ir tiesības uz piegādi, jāsūdzas pārvadātājam tūlīt pēc bojājumu atklāšanas un ne vēlāk kā septiņas dienas pēc saņemšanas datuma reģistrētās bagāžas gadījumā un četrpadsmit dienas pēc saņemšanas datuma kravas gadījumā. Aizkavēšanās gadījumā sūdzība jāceļ ne vēlāk kā divdesmit vienu dienu pēc datuma, kurā bagāža vai krava ir nonākusi viņa vai viņas rīcībā.

3. Katra sūdzība ir jāsastāda rakstiski un jāiesniedz vai jānosūta iepriekš minēto termiņu ietvaros.

4. Ja iepriekš minētajos termiņos nav celta sūdzība, tad pret pārvadātāju netiks izvirzīta prasība, izņemot no viņa puses pieļautās krāpšanas gadījumu.

Atbildīgās personas nāves gadījumā prasība par zaudējumu kompensāciju tiek celta saskaņā ar šīs Konvencijas noteikumiem pret tiem, kas likumīgi pārstāv tās īpašumu.

1. Prasība par zaudējumu kompensāciju jāceļ kādas Dalībvalsts teritorijā pēc prasītāja izvēles - vai nu tiesā pēc pārvadātāja juridiskās adreses vai uzņēmējdarbības pamatvietas, vai arī tur, kur tam ir uzņēmējdarbība, par ko līgums ticis noslēgts, vai tiesā pārvadājuma galapunktā.

3. Šī panta 2.punkta izpratnē,

4. Procedūras jautājumi tiek pakļauti tās tiesas likumam, kuras pārziņā ir šī lieta.

1. Saskaņā ar šī panta noteikumiem, kravas pārvadājuma līguma puses var izvirzīt noteikumu, ka visi strīdi attiecībā uz pārvadātāja atbildību pēc šīs Konvencijas ir jāatrisina šķīrējtiesai. Šāda vienošanās notiek rakstveidā.

2. Šķīrējtiesas process pēc prasītāja izvēles notiek vienā no 33.pantā norādītajām jurisdikcijām.

3. Šķīrējtiesnesis vai šķīrējtiesa piemēro šīs Konvencijas noteikumus.

4. Šī panta 2. un 3.punkta noteikumi ir jāuzskata par katras šķīrējtiesas klauzulas vai vienošanās daļu, un jebkādi šīs klauzulas vai vienošanās noteikumi, kas tam neatbilst, ir spēkā neesoši.

1. Tiesības uz zaudējumu kompensāciju tiek dzēstas, ja prasība nav celta divu gadu laikā, skaitot no nonākšanās galapunktā datuma vai no tā datuma, kurā gaisa kuģim vajadzēja nonākt galapunktā, vai no datuma, kurā pārvadājums tika apturēts.

2. Šī termiņa aprēķināšanas metodi nosaka tās tiesas likums, kuras pārziņā ir šī lieta.

1. Gadījumā, ja pārvadājumu veic vairāki secīgi pārvadātāji un tas atbilst 1.panta 3.punktā noteiktajai definīcijai, tad katrs pārvadātājs, kurš uzņem pasažierus, bagāžu vai kravu, ir pakļauts šajā Konvencijā izklāstītajiem noteikumiem, un viņš ir jāuzskata par vienu no pārvadājuma līguma pusēm tādā mērā, kādā šis līgums attiecas uz to pārvadājuma daļu, ko veic tā uzraudzībā.

3. Attiecībā uz bagāžu vai kravu, pasažierim vai nosūtītājam būs tiesības celt prasību pret pirmo pārvadātāju. Pasažierim vai saņēmējam, kuram ir tiesības uz piegādi, būs tiesības celt prasību pret pēdējo pārvadātāju. Turklāt katrs var celt prasību pret pārvadātāju, kurš veica pārvadājumu, kura laikā notika iznīcināšana, nozaudēšana, bojāšana vai aizkavēšanās. Šie pārvadātāji kopīgi un atsevišķi būs atbildīgi attiecībā pret pasažieri, nosūtītāju vai saņēmēju.

Nekas šajā Konvencijā neskar jautājumu par to, vai personai, kura ir atbildīga par zaudējumu kompensāciju, saskaņā ar tās noteikumiem ir tiesības uz regresa prasību pret jebkuru citu personu.

1. Kombinētā pārvadājuma gadījumā, kuru daļēji veic pa gaisu un daļēji ar jebkuru citu pārvadājuma veidu, šīs Konvencijas noteikumi saskaņā ar 18.panta 4.punktu attiecas tikai uz gaisa pārvadājumiem, ar nosacījumu, ka gaisa pārvadājumi pēc klasifikācijas atbilst 1.panta noteikumiem.

2. Kombinētā pārvadājuma gadījumā nekas šajā Konvencijā neattur valstis gaisa pārvadājumu dokumentā iekļaut noteikumus, kas attiecas uz citiem pārvadājumu veidiem, ar nosacījumu, ka attiecībā uz gaisa pārvadājumiem tiek ievēroti šīs Konvencijas noteikumi.

Ja faktiskais pārvadātājs veic visu pārvadājumu vai daļu no pārvadājuma, kuru, saskaņā ar 39.pantā norādīto līgumu, regulē šī Konvencija, tad, ja šajā nodaļā nav noteikts citādi, gan pārvadātājs - līgumslēdzējs, gan faktiskais pārvadātājs ir pakļauti šīs Konvencijas noteikumiem: pirmais par visu šajā līgumā paredzēto pārvadājumu, pēdējais tikai par to pārvadājumu, kuru tas veic.

Attiecībā uz faktiskā pārvadātāja veikto pārvadājumu, zaudējumu kompensācijas prasību var celt pēc prasītāja izvēles vai nu pret šo pārvadātāju, vai pret pārvadātāju – līgumslēdzēju vai arī pret abiem kopā vai atsevišķi. Ja prasība tiek celta tikai pret vienu no šiem pārvadātājiem, tad šim pārvadātājam ir tiesības pieprasīt otram pārvadātājam piedalīties lietas izskatīšanā, kuras procedūru un sekas regulē tās tiesas likums, kuras pārziņā ir šī lieta.

Visas 45.pantā aplūkotās zaudējumu kompensāciju prasības jāceļ pēc prasītāja izvēles vienā no Dalībvalstu teritorijām: vai nu tiesā, kurā var celt prasību pret pārvadātāju - līgumslēdzēju, kā paredzēts 33.pantā, vai tiesā, kuras jurisdikcijā atrodas vieta, kur ir faktiskā pārvadātāja juridiskā adrese vai galvenā uzņēmējdarbības vieta.

Izņemot 45.panta nosacījumus, nekas šajā nodaļā neietekmē pārvadātāju savstarpējās tiesības un saistības, ieskaitot jebkādas tiesības uz regresa prasību vai kompensāciju.

Visas pārvadājuma līgumā ietvertās klauzulas un visas īpašās pirms zaudējumu nodarīšanas noslēgtās vienošanās, ar kurām puses apliecina šīs Konvencijas noteikumu ierobežošanu, vai nu izlemjot par piemērojamo likumu, vai mainot noteikumus attiecībā uz jurisdikciju, ir spēkā neesošas.

Dalībvalstis pieprasa saviem pārvadātājiem, lai tie piemēro adekvātu apdrošināšanu, kas sedz viņu atbildību saskaņā ar šo Konvenciju. Dalībvalsts, kurā darbojas pārvadātājs, var pieprasīt sniegt pierādījumus par to, ka viņš piemēro adekvātu apdrošināšanu, kas sedz viņa atbildību saskaņā ar šo Konvenciju.

Šīs Konvencijas 3.- 5., 7. un 8.panta noteikumi, kas attiecas uz pārvadājuma dokumentāciju, netiek piemēroti gadījumā, ja pārvadājumu veic ārkārtējos apstākļos, kas atšķiras no pārvadātāja uzņēmējdarbības parastās sfēras.

Šajā Konvencijā izmantotais termins “dienas” nozīmē kalendārās dienas nevis darba dienas.

3. Šo Konvenciju ratificē valstis un ekonomiskās integrācijas reģionālas organizācijas, kuras to ir parakstījušas.

4. Jebkura valsts vai ekonomiskās integrācijas reģionāla organizācija, kas neparaksta šo Konvenciju, var to apstiprināt, pieņemt vai tai pievienoties jebkurā laikā.

5. Ratifikācijas, apstiprināšanas, pieņemšanas vai pievienošanās instrumenti tiek deponēti Starptautiskajā civilās aviācijas organizācijā, kas ar šo tiek noteikta par Depozitāriju.

6. Tām valstīm, kuras ir deponējušas ratifikācijas, apstiprināšanas, pieņemšanas vai pievienošanās instrumentu Depozitārijā, šī Konvencija stājas spēkā sešdesmitajā dienā pēc datuma, kad Depozitārijā ir deponēts trīsdesmitais šāds instruments. Šī punkta izpratnē netiek ņemts vērā ekonomiskās integrācijas reģionālas organizācijas deponēts instruments.

7. Citām valstīm un citām ekonomiskās integrācijas reģionālām organizācijām šī Konvencija stājas spēkā sešdesmitajā dienā pēc ratifikācijas, pieņemšanas, apstiprināšanas vai pievienošanās instrumenta deponēšanas datuma.

8. Depozitārijs nekavējoties paziņo visiem parakstītājiem un Dalībvalstīm par:

1. Katra Dalībvalsts var denonsēt šo Konvenciju, rakstiski par to paziņojot Depozitārijam.

2. Denonsēšana stājas spēkā pēc simt astoņdesmit dienām no datuma, kurā Depozitārijs ir saņēmis paziņojumu.

Šī Konvencija dominē pār jebkuriem noteikumiem, kas attiecas uz starptautiskajiem gaisa pārvadājumiem:

2. Jebkura šāda deklarācija tiek darīta zināma Depozitārijam un tā skaidri nosaka teritoriālās vienības, uz kurām Konvencija attiecas.

3. Attiecībā uz Dalībvalsti, kas ir pieņēmusi šādu deklarāciju:

Par šo Konvenciju nedrīkst tikt izteikti nekādi iebildumi, izņemot to, ka Dalībvalsts var jebkurā laikā ar Depozitārijam adresētu paziņojumu deklarēt, ka šī Konvencija neattiecas uz:

TO APLIECINOT, apakšā parakstījušies, pienācīgi pilnvaroti pārstāvji, ir parakstījuši šo Konvenciju.

15.04.2004.; 9:11

6110

I.Berķe

7028237, Inta.Berke@sam.gov.lv

THE STATES PARTIES TO THIS CONVENTION,

RECOGNIZING the significant contribution of the Convention for the Unification of Certain Rules to International Carriage by Air signed in Warsaw on 12 October 1929, hereinafter referred to as the “Warsaw Convention”, and other related instruments to the harmonization of private international air law;

RECOGNIZING the need to modernize and consolidate the Warsaw Convention and related instruments;

RECOGNIZING the importance of ensuring protection of the interests of consumers in international carriage by air and the need for equitable compensation based on the principle of restitution;

REAFFIRMING the desirability of an orderly development of international air transport operations and the smooth flow of passengers, baggage and cargo in accordance with the principles and objectives of the Convention on International Civil Aviation, done at Chicago on 7 December 1944;

CONVINCED that collective State action for further harmonization and codification of certain rules governing international carriage by air through a new Convention is the most adequate means of achieving an equitable balance of interests,

HAVE AGREED AS FOLLOWS

1. This Convention applies to all international carriage of persons, baggage or cargo performed by aircraft for reward. It applies equally to gratuitous carriage by aircraft performed by an air transport undertaking.

2. For the purposes of this Convention, the expression international carriage means any carriage in which, according to the agreement between the parties, the place of departure and the place of destination, whether or not there be a break in the carriage or a transhipment, are situated either within the territories of two States Parties, or within the territory of a single State Party if there is an agreed stopping place within the territory of another State, even if that State is not a State Party. Carriage between two points within the territory of a single State Party without an agreed stopping place within the territory of another State is not international carriage for the purposes of this Convention.

3. Carriage to be performed by several successive carriers is deemed, for the purposes of this Convention, to be one undivided carriage if it has been regarded by the parties as a single operation, whether it has been agreed upon under the form of a single contract or of a series of contracts, and it does not lose its international character merely because one contract or a series of contracts is to be performed entirely within the territory of the same State.

4. This Convention applies also to carriage as set out in Chapter V, subject to the terms contained therein.

1. This Convention applies to carriage performed by the State or by legally constituted public bodies provided it falls within the conditions laid down in Article 1.

2. In the carriage of postal items, the carrier shall be liable only to the relevant postal administration in accordance with the rules applicable to the relationship between the carriers and the postal administrations.

3. Except as provided in paragraph 2 of this Article, the provisions of this Convention shall not apply to the carriage of postal items.

1. In respect of carriage of passengers, an individual or collective document of carriage shall be delivered containing:

(a) an indication of the places of departure and destination;

2. Any other means which preserves the information indicated in paragraph 1 may be substituted for the delivery of the document referred to in that paragraph. If any such other means is used, the carrier shall offer to deliver to the passenger a written statement of the information so preserved.

3. The carrier shall deliver to the passenger a baggage identification tag for each piece of checked baggage.

4. The passenger shall be given written notice to the effect that where this Convention is applicable it governs and may limit the liability of carriers in respect of death or injury and for destruction or loss of, or damage to, baggage, and for delay.

5. Non-compliance with the provisions of the foregoing paragraphs shall not affect the existence or the validity of the contract of carriage, which shall, nonetheless, be subject to the rules of this Convention including those relating to limitation of liability.

1. In respect of the carriage of cargo, an air waybill shall be delivered.

2. Any other means which preserves a record of the carriage to be performed may be substituted for the delivery of an air waybill. If such other means are used, the carrier shall, if so requested by the consignor, deliver to the consignor a cargo receipt permitting identification of the consignment and access to the information contained in the record preserved by such other means.

The air waybill or the cargo receipt shall include:

(a) an indication of the places of departure and destination;

(c) an indication of the weight of the consignment.

The consignor may be required, if necessary, to meet the formalities of customs, police and similar public authorities to deliver a document indicating the nature of the cargo. This provision creates for the carrier no duty, obligation or liability resulting therefrom.

1. The air waybill shall be made out by the consignor in three original parts.

2. The first part shall be marked “for the carrier”; it shall be signed by the consignor. The second part shall be marked “for the consignee”; it shall be signed by the consignor and by the carrier. The third part shall be signed by the carrier who shall hand it to the consignor after the cargo has been accepted.

3. The signature of the carrier and that of the consignor may be printed or stamped.

4. If, at the request of the consignor, the carrier makes out the air waybill, the carrier shall be deemed, subject to proof to the contrary, to have done so on behalf of the consignor.

Non-compliance with the provisions of Articles 4 to 8 shall not affect the existence or the validity of the contract of carriage, which shall, nonetheless, be subject to the rules of this Convention including those relating to limitation of liability.

1. The consignor is responsible for the correctness of the particulars and statements relating to the cargo inserted by it or on its behalf in the air waybill or furnished by it or on its behalf to the carrier for insertion in the cargo receipt or for insertion in the record preserved by the other means referred to in paragraph 2 of Article 4. The foregoing shall also apply where the person acting on behalf of the consignor is also the agent of the carrier.

2. The consignor shall indemnify the carrier against all damage suffered by it, or by any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statements furnished by the consignor or on its behalf.

3. Subject to the provisions of paragraphs 1 and 2 of this Article, the carrier shall indemnify the consignor against all damage suffered by it, or by any other person to whom the consignor is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statements inserted by the carrier or on its behalf in the cargo receipt or in the record preserved by the other means referred to in paragraph 2 of Article 4.

1. The air waybill or the cargo receipt is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage mentioned therein.

2. Any statements in the air waybill or the cargo receipt relating to the weight, dimensions and packing of the cargo, as well as those relating to the number of packages, are prima facie evidence of the facts stated; those relating to the quantity, volume and condition of the cargo do not constitute evidence against the carrier except so far as they both have been, and are stated in the air waybill or the cargo receipt to have been, checked by it in the presence of the consignor, or relate to the apparent condition of the cargo.

1. Subject to its liability to carry out all its obligations under the contract of carriage, the consignor has the right to dispose of the cargo by withdrawing it at the airport of departure or destination, or by stopping it in the course of the journey on any landing, or by calling for it to be delivered at the place of destination or in the course of the journey to a person other than the consignee originally designated, or by requiring it to be returned to the airport of departure. The consignor must not exercise this right of disposition in such a way as to prejudice the carrier or other consignors and must reimburse any expenses occasioned by the exercise of this right.

2. If it is impossible to carry out the instructions of the consignor, the carrier must so inform the consignor forthwith.

3. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill or the cargo receipt delivered to the latter, the carrier will be liable, without prejudice to its right of recovery from the consignor, for any damage which may be caused thereby to any person who is lawfully in possession of that part of the air waybill or the cargo receipt.

4. The right conferred on the consignor ceases at the moment when that of the consignee begins in accordance with Article 13. Nevertheless, if the consignee declines to accept the cargo, or cannot be communicated with, the consignor resumes its right of disposition.

1. Except when the consignor has exercised its right under Article 12, the consignee is entitled, on arrival of the cargo at the place of destination, to require the carrier to deliver the cargo to it, on payment of the charges due and on complying with the conditions of carriage.

2. Unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the cargo arrives.

3. If the carrier admits the loss of the cargo, or if the cargo has not arrived at the expiration of seven days after the date on which it ought to have arrived, the consignee is entitled to enforce against the carrier the rights which flow from the contract of carriage.

The consignor and the consignee can respectively enforce all the rights given to them by Articles 12 and 13, each in its own name, whether it is acting in its own interest or in the interests of another, provided that it carries out the obligations imposed by the contract of carriage.

1. Articles 12, 13 and 14 do not affect either the relations of the consignor and the consignee with each other or the mutual relations of third parties, whose rights are derived either from the consignor or from the consignee.

2. The provisions of Articles 12, 13 and 14 can only be varied by express provision in the air waybill or the cargo receipt.

1. The consignor must furnish such information and such documents as are necessary to meet the formalities of customs, police and any other public authorities before the cargo can be delivered to the consignee. The consignor is liable to the carrier for any damage occasioned by the absence, insufficiency or irregularity of any such information or documents, unless the damage is due to the fault of the carrier, its servants or agents.

2. The carrier is under no obligation to enquire into the correctness or sufficiency of such information or documents.

1. The carrier is liable for damage sustained in case of death or bodily injury of a passenger upon condition only that the accident which caused the death or injury took place on board the aircraft or in the course of any of the operations of embarking or disembarking.

2. The carrier is liable for damage sustained in case of destruction or loss of, or of damage to, checked baggage upon condition only that the event which caused the destruction, loss or damage took place on board the aircraft or during any period within which the checked baggage was in the charge of the carrier. However, the carrier is not liable if and to the extent that the damage resulted from the inherent defect, quality or vice of the baggage. In the case of unchecked baggage, including personal items, the carrier is liable if the damage resulted from its fault or that of its servants or agents.

3. If the carrier admits the loss of the checked baggage, or if the checked baggage has not arrived at the expiration of 21 days after the date on which it ought to have arrived, the passenger is entitled to enforce against the carrier the rights which flow from the contract of carriage.

4. Unless otherwise specified, in this Convention the term “baggage” means both checked baggage and unchecked baggage.

1. The carrier is liable for damage sustained in the event of the destruction or loss of, or damage to, cargo upon condition only that the event which caused the damage so sustained took place during the carriage by air.

2. However, the carrier is not liable if and to the extent it proves that the destruction, or loss of, or damage to, the cargo resulted from one or more of the following:

(a) inherent defect, quality or vice of that cargo;

(c) an act of war or an armed conflict;

3. The carriage by air within the meaning of paragraph 1 of this Article comprises the period during which the cargo is in the charge of the carrier.

4. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. If, however, such carriage takes place in the performance of a contract for carriage by air, for the purpose of loading, delivery or transhipment, any damage is presumed, subject to proof to the contrary, to have been the result of an event which took place during the carriage by air. If a carrier, without the consent of the consignor, substitutes carriage by another mode of transport for the whole or part of a carriage intended by the agreement between the parties to be carriage by air, such carriage by another mode of transport is deemed to be within the period of carriage by air.

The carrier is liable for damage occasioned by delay in the carriage by air of passengers, baggage or cargo. Nevertheless, the carrier shall not be liable for damage occasioned by delay if it proves that it and its servants and agents took all measures that could reasonably be required to avoid the damage or that it was impossible for it or them to take such measures.

If the carrier proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he or she derives his or her rights, the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage. When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger, the carrier shall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of that passenger. This Article applies to all the liability provisions in this Convention, including paragraph 1 of Article 21.

1. For damages arising under paragraph 1 of Article 17 not exceeding 100000 Special Drawing Rights for each passenger, the carrier shall not be able to exclude or limit its liability.

2. The carrier shall not be liable for damages arising under paragraph 1 of Article 17 to the extent that they exceed for each passenger 100000 Special Drawing Rights if the carrier proves that:

1. In the case of damage caused by delay as specified in Article 19 in the carriage of persons, the liability of the carrier for each passenger is limited to 4150 Special Drawing Rights.

2. In the carriage of baggage, the liability of the carrier in the case of destruction, loss, damage or delay is limited to 1000 Special Drawing Rights for each passenger unless the passenger has made, at the time when the checked baggage was handed over to the carrier, a special declaration of interest in delivery at destination and has paid a supplementary sum if the case so requires. In that case the carrier will be liable to pay a sum not exceeding the declared sum, unless it proves that the sum is greater than the passenger's actual interest in delivery at destination.

3. In the carriage of cargo, the liability of the carrier in the case of destruction, loss, damage or delay is limited to a sum of 17 Special Drawing Rights per kilogram, unless the consignor has made, at the time when the package was handed over to the carrier, a special declaration of interest in delivery at destination and has paid a supplementary sum if the case so requires. In that case the carrier will be liable to pay a sum not exceeding the declared sum, unless it proves that the sum is greater than the consignor's actual interest in delivery at destination.

4. In the case of destruction, loss, damage or delay of part of the cargo, or of any object contained therein, the weight to be taken into consideration in determining the amount to which the carrier's liability is limited shall be only the total weight of the package or packages concerned. Nevertheless, when the destruction, loss, damage or delay of a part of the cargo, or of an object contained therein, affects the value of other packages covered by the same air waybill, or the same receipt or, if they were not issued, by the same record preserved by the other means referred to in paragraph 2 of Article 4, the total weight of such package or packages shall also be taken into consideration in determining the limit of liability.

5. The foregoing provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the carrier, its servants or agents, done with intent to cause damage or recklessly and with knowledge that damage would probably result; provided that, in the case of such act or omission of a servant or agent, it is also proved that such servant or agent was acting within the scope of its employment.

6. The limits prescribed in Article 21 and in this Article shall not prevent the court from awarding, in accordance with its own law, in addition, the whole or part of the court costs and of the other expenses of the litigation incurred by the plaintiff, including interest. The foregoing provision shall not apply if the amount of the damages awarded, excluding court costs and other expenses of the litigation, does not exceed the sum which the carrier has offered in writing to the plaintiff within a period of six months from the date of the occurrence causing the damage, or before the commencement of the action, if that is later.

1. The sums mentioned in terms of Special Drawing Right in this Convention shall be deemed to refer to the Special Drawing Right as defined by the International Monetary Fund. Conversion of the sums into national currencies shall, in case of judicial proceedings, be made according to the value of such currencies in terms of the Special Drawing Right at the date of the judgement. The value of a national currency, in terms of the Special Drawing Right, of a State Party 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 of the judgement, for its operations and transactions. The value of a national currency, in terms of the Special Drawing Right, of a State Party which is not a Member of the International Monetary Fund, shall be calculated in a manner determined by that State.

2. Nevertheless, those States which are not Members of the International Monetary Fund and whose law does not permit the application of the provisions of paragraph 1 of this Article may, at the time of ratification or accession or at any time thereafter, declare that the limit of liability of the carrier prescribed in Article 21 is fixed at a sum of 1500000 monetary units per passenger in judicial proceedings in their territories; 62500 monetary units per passenger with respect to paragraph 1 of Article 22; 15000 monetary units per passenger with respect to paragraph 2 of Article 22; and 250 monetary units per kilogram with respect to paragraph 3 of Article 22. This monetary unit corresponds to 65,5 milligrams of gold of millesimal fineness nine hundred. These sums may be converted into the national currency concerned in round figures. The conversion of these sums into national currency shall be made according to the law of the State concerned.

3. The calculation mentioned in the last sentence of paragraph 1 of this Article and the conversion method mentioned in paragraph 2 of this Article shall be made in such manner as to express in the national currency of the State Party as far as possible the same real value for the amounts in Articles 21 and 22 as would result from the application of the first three sentences of paragraph 1 of this Article. State Parties shall communicate to the depositary the manner of calculation pursuant to paragraph 1 of this Article, or the result of the conversion in paragraph 2 of this Article as the case may be, when depositing an instrument of ratification, acceptance, approval of or accession to this Convention and whenever there is a change in either.

1. Without prejudice to the provisions of Article 25 of this Convention and subject to paragraph 2 below, the limits of liability prescribed in Articles 21, 22 and 23 shall be reviewed by the Depositary at five-year intervals, the first such review to take place at the end of the fifth year following the date of entry into force of this Convention, or if the Convention does not enter into force within five years of the date it is first open for signature, within the first year of its entry into force, by reference to an inflation factor which corresponds to the accumulated rate of inflation since the previous revision or in the first instance since the date of entry into force of the Convention. The measure of the rate of inflation to be used in determining the inflation factor shall be the weighted average of the annual rates of increase or decrease in the Consumer Price Indices of the States whose currencies comprise the Special Drawing Right mentioned in paragraph 1 of Article 23.

2. If the review referred to in the preceding paragraph concludes that the inflation factor has exceeded 10 per cent, the Depositary shall notify States Parties of a revision of the limits of liability. Any such revision shall become effective six months after its notification to the States Parties. If within three months after its notification to the States Parties a majority of the States Parties register their disapproval, the revision shall not become effective and the Depositary shall refer the matter to a meeting of the States Parties. The Depositary shall immediately notify all States Parties of the coming into force of any revision.

3. Notwithstanding paragraph 1 of this Article, the procedure referred to in paragraph 2 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph 1 has exceeded 30 per cent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision. Subsequent reviews using the procedure described in paragraph 1 of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph.

A carrier may stipulate that the contract of carriage shall be subject to higher limits of liability than those provided for in this Convention or to no limits of liability whatsoever.

Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be null and void, but the nullity of any such provision does not involve the nullity of the whole contract, which shall remain subject to the provisions of this Convention.

Nothing contained in this Convention shall prevent the carrier from refusing to enter into any contract of carriage, from waiving any defences available under the Convention, or from laying down conditions which do not conflict with the provisions of this Convention.

In the case of aircraft accidents resulting in death or injury of passengers, the carrier shall, if required by its national law, make advance payments without delay to a natural person or persons who are entitled to claim compensation in order to meet the immediate economic needs of such persons. Such advance payments shall not constitute a recognition of liability and may be offset against any amounts subsequently paid as damages by the carrier.

In the carriage of passengers, baggage and cargo, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention without prejudice to the question as to who are the persons who have the right to bring suit and what are their respective rights. In any such action, punitive, exemplary or any other non-compensatory damages shall not be recoverable.

1. If an action is brought against a servant or agent of the carrier arising out of damage to which the Convention relates, such servant or agent, if they prove that they acted within the scope of their employment, shall be entitled to avail themselves of the conditions and limits of liability which the carrier itself is entitled to invoke under this Convention.

2. The aggregate of the amounts recoverable from the carrier, its servants and agents, in that case, shall not exceed the said limits.

3. Save in respect of the carriage of cargo, the provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result.

1. Receipt by the person entitled to delivery of checked baggage or cargo without complaint is prima facie evidence that the same has been delivered in good condition and in accordance with the document of carriage or with the record preserved by the other means referred to in paragraph 2 of Article 3 and paragraph 2 of Article 4.

2. In the case of damage, the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and, at the latest, within seven days from the date of receipt in the case of checked baggage and 14 days from the date of receipt in the case of cargo. In the case of delay, the complaint must be made at the latest within 21 days from the date on which the baggage or cargo have been placed at his or her disposal.

3. Every complaint must be made in writing and given or dispatched w ithin the times aforesaid.

4. If no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part.

In the case of the death of the person liable, an action for damages lies in accordance with the terms of this Convention against those legally representing his or her estate.

1. An action for damages must be brought, at the option of the plaintiff, in the territory of one of the States Parties, either before the court of the domicile of the carrier or of its principal place of business, or where it has a place of business through which the contract has been made or before the court at the place of destination.

2. In respect of damage resulting from the death or injury of a passenger, an action may be brought before one of the courts mentioned in paragraph 1 of this Article, or in the territory of a State Party in which at the time of the accident the passenger has his or her principal and permanent residence and to or from which the carrier operates services for the carriage of passengers by air, either on its own aircraft, or on another carrier's aircraft pursuant to a commercial agreement, and in which that carrier conducts its business of carriage of passengers by air from premises leased or owned by the carrier itself or by another carrier with which it has a commercial agreement.

3. For the purposes of paragraph 2,

4. Questions of procedure shall be governed by the law of the court seised of the case.

1. Subject to the provisions of this Article, the parties to the contract of carriage for cargo may stipulate that any dispute relating to the liability of the carrier under this Convention shall be settled by arbitration. Such agreement shall be in writing.

2. The arbitration proceedings shall, at the option of the claimant, take place within one of the jurisdictions referred to in Article 33.

3. The arbitrator or arbitration tribunal shall apply the provisions of this Convention.

4. The provisions of paragraphs 2 and 3 of this Article shall be deemed to be part of every arbitration clause or agreement, and any term of such clause or agreement which is inconsistent therewith shall be null and void.

1. The right to damages shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped.

2. The method of calculating that period shall be determined by the law of the court seised of the case.

1. In the case of carriage to be performed by various successive carriers and falling within the definition set out in paragraph 3 of Article 1, each carrier which accepts passengers, baggage or cargo is subject to the rules set out in this Convention and is deemed to be one of the parties to the contract of carriage in so far as the contract deals with that part of the carriage which is performed under its supervision.

2. In the case of carriage of this nature, the passenger or any person entitled to compensation in respect of him or her can take action only against the carrier which performed the carriage during which the accident or the delay occurred, save in the case where, by express agreement, the first carrier has assumed liability for the whole journey.

3. As regards baggage or cargo, the passenger or consignor will have a right of action against the first carrier, and the passenger or consignee who is entitled to delivery will have a right of action against the last carrier, and further, each may take action against the carrier which performed the carriage during which the destruction, loss, damage or delay took place. These carriers will be jointly and severally liable to the passenger or to the consignor or consignee.

Nothing in this Convention shall prejudice the question whether a person liable for damage in accordance with its provisions has a right of recourse against any other person.

1. In the case of combined carriage performed partly by air and partly by any other mode of carriage, the provisions of this Convention shall, subject to paragraph 4 of Article 18, apply only to the carriage by air, provided that the carriage by air falls within the terms of Article 1.

2. Nothing in this Convention shall prevent the parties in the case of combined carriage from inserting in the document of air carriage conditions relating to other modes of carriage, provided that the provisions of this Convention are observed as regards the carriage by air.

The provisions of this Chapter apply when a person (hereinafter referred to as “the contracting carrier”) as a principal makes a contract of carriage governed by this Convention with a passenger or consignor or with a person acting on behalf of the passenger or consignor, and another person (hereinafter referred to as “the actual carrier”) performs, by virtue of authority from the contracting carrier, the whole or part of the carriage, but is not with respect to such part a successive carrier within the meaning of this Convention. Such authority shall be presumed in the absence of proof to the contrary.

If an actual carrier performs the whole or part of carriage which, according to the contract referred to in Article 39, is governed by this Convention, both the contracting carrier and the actual carrier shall, except as otherwise provided in this Chapter, be subject to the rules of this Convention, the former for the whole of the carriage contemplated in the contract, the latter solely for the carriage which it performs.

1. The acts and omissions of the actual carrier and of its servants and agents acting within the scope of their employment shall, in relation to the carriage performed by the actual carrier, be deemed to be also those of the contracting carrier.

2. The acts and omissions of the contracting carrier and of its servants and agents acting within the scope of their employment shall, in relation to the carriage performed by the actual carrier, be deemed to be also those of the actual carrier. Nevertheless, no such act or omission shall subject the actual carrier to liability exceeding the amounts referred to in Articles 21, 22, 23 and 24. Any special agreement under which the contracting carrier assumes obligations not imposed by this Convention or any waiver of rights or defences conferred by this Convention or any special declaration of interest in delivery at destination contemplated in Article 22 shall not affect the actual carrier unless agreed to by it.

Any complaint to be made or instruction to be given under this Convention to the carrier shall have the same effect whether addressed to the contracting carrier or to the actual carrier. Nevertheless, instructions referred to in Article 12 shall only be effective if addressed to the contracting carrier.

In relation to the carriage performed by the actual carrier, any servant or agent of that carrier or of the contracting carrier shall, if they prove that they acted within the scope of their employment, be entitled to avail themselves of the conditions and limits of liability which are applicable under this Convention to the carrier whose servant or agent they are, unless it is proved that they acted in a manner that prevents the limits of liability from being invoked in accordance with this Convention.

In relation to the carriage performed by the actual carrier, the aggregate of the amounts recoverable from that carrier and the contracting carrier, and from their servants and agents acting within the scope of their employment, shall not exceed the highest amount which could be awarded against either the contracting carrier or the actual carrier under this Convention, but none of the persons mentioned shall be liable for a sum in excess of the limit applicable to that person.

In relation to the carriage performed by the actual carrier, an action for damages may be brought, at the option of the plaintiff, against that carrier or the contracting carrier, or against both together or separately. If the action is brought against only one of those carriers, that carrier shall have the right to require the other carrier to be joined in the proceedings, the procedure and effects being governed by the law of the court seised of the case.

Any action for damages contemplated in Article 45 must be brought, at the option of the plaintiff, in the territory of one of the States Parties, either before a court in which an action may be brought against the contracting carrier, as provided in Article 33, or before the court having jurisdiction at the place where the actual carrier has its domicile or its principal place of business.

Any contractual provision tending to relieve the contracting carrier or the actual carrier of liability under this Chapter or to fix a lower limit than that which is applicable according to this Chapter shall be null and void, but the nullity of any such provision does not involve the nullity of the whole contract, which shall remain subject to the provisions of this Chapter.

Except as provided in Article 45, nothing in this Chapter shall affect the rights and obligations of the carriers between themselves, including any right of recourse or indemnification.

Any clause contained in the contract of carriage and all special agreements entered into before the damage occurred by which the parties purport to infringe the rules laid down by this Convention, whether by deciding the law to be applied, or by altering the rules as to jurisdiction, shall be null and void.

States Parties shall require their carriers to maintain adequate insurance covering their liability under this Convention. A carrier may be required by the State Party into which it operates to furnish evidence that it maintains adequate insurance covering its liability under this Convention.

The provisions of Articles 3 to 5, 7 and 8 relating to the documentation of carriage shall not apply in the case of carriage performed in extraordinary circumstances outside the normal scope of a carrier's business.

The expression “days” when used in this Convention means calendar days, not working days.

1. This Convention shall be open for signature in Montreal on 28 May 1999 by States participating in the International Conference on Air Law held at Montreal from 10 to 28 May 1999. After 28 May 1999, the Convention shall be open to all States for signature at the Headquarters of the International Civil Aviation Organization in Montreal until it enters into force in accordance with paragraph 6 of this Article.

2. This Convention shall similarly be open for signature by Regional Economic Integration Organisations. For the purpose of this Convention, a “Regional Economic Integration Organisation” means any organisation which is constituted by sovereign States of a given region which has competence in respect of certain matters governed by this Convention and has been duly authorized to sign and to ratify, accept, approve or accede to this Convention. A reference to a “State Party” or “States Parties” in this Convention, otherwise than in paragraph 2 of Article 1, paragraph 1(b) of Article 3, paragraph (b) of Article 5, Articles 23, 33, 46 and paragraph (b) of Article 57, applies equally to a Regional Economic Integration Organisation. For the purpose of Article 24, the references to “a majority of the States Parties” and “one-third of the States Parties” shall not apply to a Regional Economic Integration Organisation.

3. This Convention shall be subject to ratification by States and by Regional Economic Integration Organisations which have signed it.

4. Any State or Regional Economic Integration Organisation which does not sign this Convention may accept, approve or accede to it at any time.

5. Instruments of ratification, acceptance, approval or accession shall be deposited with the International Civil Aviation Organization, which is hereby designated the Depositary.

6. This Convention shall enter into force on the sixtieth day following the date of deposit of the thirtieth instrument of ratification, acceptance, approval or accession with the Depositary between the States which have deposited such instrument. An instrument deposited by a Regional Economic Integration Organisation shall not be counted for the purpose of this paragraph.

7. For other States and for other Regional Economic Integration Organisations, this Convention shall take effect 60 days following the date of deposit of the instrument of ratification, acceptance, approval or accession.

8. The Depositary shall promptly notify all signatories and States Parties of:

(a) each signature of this Convention and date thereof;

(c) the date of entry into force of this Convention;

1. Any State Party may denounce this Convention by written notification to the Depositary.

2. Denunciation shall take effect 180 days following the date on which notification is received by the Depositary.

This Convention shall prevail over any rules which apply to international carriage by air:

1. between States Parties to this Convention by virtue of those States commonly being Party to

2. within the territory of any single State Party to this Convention by virtue of that State being Party to one or more of the instruments referred to in subparagraphs (a) to (e) above.

1. If a State has two or more territorial units in which different systems of law are applicable in relation to matters dealt with in this Convention, it may at the time of signature, ratification, acceptance, approval or accession declare that this Convention shall extend to all its territorial units or only to one or more of them and may modify this declaration by submitting another declaration at any time.

2. Any such declaration shall be notified to the Depositary and shall state expressly the territorial units to which the Convention applies.

3. In relation to a State Party which has made such a declaration:

IN WITNESS WHEREOF the undersigned Plenipotentiaries, having been duly authorized, have signed this Convention.

DONE at Montreal on the 28th day of May of the year one thousand nine hundred and ninety-nine in the English, Arabic, Chinese, French, Russian and Spanish languages, all texts being equally authentic. This Convention shall remain deposited in the archives of the International Civil Aviation Organization, and certified copies thereof shall be transmitted by the Depositary to all States Parties to this Convention, as well as to all States Parties to the Warsaw Convention, The Hague Protocol, the Guadalajara Convention, the Guatemala City Protocol, and the Montreal Protocols.

15.04.2004.; 9:11

8256

I.Berķe

7028237, Inta.Berke@sam.gov.lv

Satiksmes ministra p.i. A.Ðlesers

15.06.2004; 09:30

1942

Ţ.Jansone

7028258, zanete.jansone@sam.gov.lv