INTERNATIONAL CONVENTION ON
CIVIL LIABILITY FOR OLL
POLLUTION DAMAGE, 1992
The States Parties to the present Convention.
CONSCIOUS of the dangers of pollution posed by the worldwide maritime carriage of oil in bulk,
CONVINCED of the need to ensure that adequate compensation is available to persons who suffer damage caused by pollution resulting from the escape or discharge of oil from ships,
DESIRING to adopt uniform international rules and procedures for determining questions of liability and providing adequate compensation in such cases,
HA VE AGREED as follows
Article I
For the purposes of this Convention:
1. “Ship” means any sea going vessel and seaborne craft of any tpye whatsoever constructed or adapted for the carriage of oil in bulk as cargo, provided that a ship capable of carrying oil in bulk as cargo and during any voyage following such carriage unless it is proved that it has no residuse of such carriage of oil in bulk aboard.
2. “Person” means any individual or partnership or any public or private bady, whether corporate or not, including a State or any of its constituent subdivsions.
3. “Owner” means the person or persons registered as the owner of the ship or, in the absence of registration, the person or persons owning the ship. However in the case of a ship owned by a State and operated by a company which in that State is registered as the ship’s operator, “owner” shall mean such company.
4. “State of the ship’s registry” means in relation to registered ships the State of registration of the ship, and in relation to unregistered ships the State whose flag the ship is flying.
5. “Oil” means any persistent hydrocarbon mineral oil such as crude oil, fuel oil, heavy diesel oil and lubricating oil, whether carried on board a ship as cargo or in the bunkers of such a ship.
6. “Pollution damage” means:
(a) loss or damage caused outside the ship by contamination resulting from the escape or
discharge of oil from the ship, wherever such escape or discharge may occur,
provided that compensation for impairment of the environment other than loss of
profit from such impairment shall be limited to costs of reasonable measures of
reinstatement actully undertaken or to be undertaken.
(b) the costs of preventive measures and further loss or damage caused by preventive
measures.
7. “Preventive measures” means any reasonable measures taken by any person after an incident has occurred to prevent or minimize pollution damage.
8. “Incident” means any occurrence, or series of occurrences having the same origin, which causes pollution damage or creates a grave and imminent threat of causing such damage.
9. “Organization” means the International Maritime Organization.
10. “1969 Liability Convention” means the International Convention on Civil Liability for Oil Pollution Damage, 1969. For States Parties to the Protocol of 1976 to that Convention, the term shall be deemed to inclued the 1969 Liability Convention as amended by that Protocol.
Article
This Convention shall apply exclusively:
(a) to pollution damage caused:
(i) in the territory, including the territiorial sea, of a Contracting State, and
(ii) in the exclusive economic zone of a Contracting State, established in accordance with international law, or, if a Contracting State has not established such a zone, in an area
beyond and adjacent to the territorial sea of that State determined by that State in
accordance with international law and extending not more than 200 nautical miles
from the baselines from which the breadth of its territorial sea is measured;
(b) to prevetive measures, wherever taken, to prevent or minimize such damage.
Article
1. Except as provided in paragraphs 2 and 3 of this Article, the owner of a ship at the time of an incident, or, where the incident consists of a series of occurrences, at the time of the first such occurrence, shall be liable for any pollution damage caused by the ship as a result of the incident.
2. No liability for pollution damage shall attach to the owner if he proves that the damage:
(a) resulted from an act of war, hostilities, civil war, insurrection or a natural phenomenon of
an exceptional, inevitable and irresistible character, or
(b) was wholly caused by an act or omission done with intent to cause damage by a third
party, or
(c) was wholly caused by the negligence or other wrongful act of any Government or other
authority responsible for the maintenance of lights or other navigational aids in the exercise of that function.
3. If the owner proves that the pollution damage resulted wholly or partially either from an act or omission done with intent to cause damage by the person who suffered the damage or from the negligence of that person, the owner may be exonerated wholly or partially from his liability to such person.
4. No claim for compensation for pollution damage may be made against the owner otherwise than in accordance with this Convention. Subject to paragaph 5 of this Article, no claim for compensation for pollution damage under this Convention or otherwise may be made against:
(a) the servants or agents of the owner or the members of the crew;
(b) the pilot or any other person who, without being a member of the crew, performs services
for the ship;
(c) any charterer (howsoever described, including a bareboat charterer), manager or operator
of the ship;
(d) any person performing salvage operations with the consent of the owner or on the
instructons of a competent public authority;
(e) any person taking preventive measutes;
(f) all servants or agents of persons mentioned is subparagraphs (c), (d) and (e);
unless the damage resulted from their personal act or omission, committed with the intent to cause such damage, or recklessly and with knowledge that such damage would probably result.
5. Nothing in this Convention shall prejudice any right of recourse of the owner against third parties.
Article
When an incident involving two or more ships occurs and pollution damage results therefrom, the owners of all the ships concerned, unless exonerated under Article , shall be jointly and severally liable for all such damage which is not reasonably separable.
Article
1. The onwner of a ship shall be entitled to limit his liability under this Convention in respect of any one incident to an aggregate amount caluated as follows:
(a) 3 million units of account for a ship not exceeding 5,000 units of tonnage;
(b) for a ship with a tonnage in excess thereof, for each additional unit of tonnage, 420 units of account in addition to the amount mentioned in sub paragraph (a);
provided, however, that this aggregate amount shall not in any event exceed 59.7 million units of account.
2. The owner shall not be entitled to limit his liability under this Convention if it is proved that the pollution damage uesulted from his personal act or omission, committed with the intent to cause such damage, or recklessy and with knowledge that such damage would probably result.
3. For the purpose of availing himself of the benefit of limitation provided for in paragraph 1 of this Article the owner shall constitute a fund for the total sum representing the limit of his liability with the Court or other competent authority of any one of the Contracing States in which action is brought under Article or, if no action is brought with any Court or oter competent authority in any one of the Contraction States in which an action can be brought under Article . The fund can be constituted either by depositing the sum or by producing a bank guarantee or other guarantee, acceptable under the legislation of the Contracting State where the fund is constituted, and considered to be adequate by the Court or other competent authority.
4. The fund shall be distributed among the cleimants in proportion to the amounts of their established claims.
5. If before the fund is distributed the owner or any of his servants or agents or any person providing him insurance or other financial security has as a result of the incident in question, paid compensation for pollution damage, such person shall, up to the amount he has paid, acquire by subrogation the rights which the person so compensated would have enjoyed under this Convention.
6. The right of subrogation provided for in paragraph 5 of this Article may also be exercised by a person other than those mentioned therein in respect of any amount of compensation for pollution damage which he may have paid but only to the extent that such shbrogation is permitted under the applicable national law.
7. Where the owner or any other person establishes that he may be compelled to pay at a later date in whole or in part any such amout of compensation, with regard to which such person would have enjoyed a right of subrogation under paragraphs 5 or 6 of this Article, had the compensation been paid before the fund was distributed, the Court or other competent authority of the State where the fund has been constituted may order that a sufficient sum shall be provisionally set aside to enable such person at such later date to enforce his claim against the fund.
8. Claims in respect of expenses reasonably incurred or sacrifices reasonably made by the
owner voluntarily to prevent or minimize pollution damage shall rank equally with other claims against the fund.
9(a). The “unit of account” referred to in paragraph 1 of this Article is the Special Drawing Right as defined by the International Monetary Fund. The amounts mentioned in paragraph 1 shall be converted into national currency of the Contracting State as far as possible the same real value for the amounts in paragraph 1 as would result from the application of the first three sentences of paragraph 9(a). Contracting States shall communicate to the depositary the manner of calculation pursuant to paragraph 9 (a), or the result of the conversion in pargraph 9(b) 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.
10. For the purpose of this Article the ship’s tonnage shall be the gross tonnage calculated in accordance with the tonnage measurement regulations contained in Annex I of the International Convention on Tonnage Measurement of Ships, 1969.
11. The insurer or other person providing financial security shall be entitled to constitute a fund in accordance with this Article on the same conditions and having the same effect as if it were constituted by the owner. Such a fund may be constituted even if, under the provisions of paragraph 2, the owner is not entitled to limit his liability, but its constiution shall in that case not prejudice the rights of any claimant against the owner.
Article
1. Where the owner, after an incident, has constituted a fund in accordance with Article , and is entitled to limit his liability,
(a) no person having a claim for pollution damage arising out of that incident shall be entitled
to exercise any right against any other assets of the owner in respect of such claim;
(b) the Court or other competent authority of any Contracting State shall order the release of
any ship or other property belonging to the owner which has been arrested in respect of a claim for pollution damage arising out of that incident, and shall similarly release any bail or other security furnished to avoid such arrest.
2.The foregoing shall, however, only apply if the claimant has access to the Court administering the fund and the fund is actuall available in respect of his claim.
Article
1. The owner of a ship registered in a Contracting State and carrying more than 2,000 tons of oil in bulk as cargo shall be required to maintain insurance or other financial security, such as the guarantee of a bank or a certificate delivered by an international compensation fund, in the sums fixed by applying the limits of liability prescribed in Article , paragraph 1 to cover his liability
for pollution damage under this Convention.
2. A certificate attesting that insurance or other financial security is in force in accordance with the provisions of this Convention shall be issued to each ship after the appropriate authority of a Contracting State has determined that the requirements of paragraph 1 have been complied with. With respect to a ship registered in a Contracting State such certificate shall be issued or certified by the appropriate authority of the State of the ship’s registry; with respect to a ship not registered in a Contracing State it may be issued or certified by the appropriate authority of any Contracting State. This certificate shall be in the form of the annexed model and shall contain the following particulars:
(a) name of ship and port of registration;
(b) name and principal pleace of business of owner;
(c) type of security;
(e) period of validity of certificate which shall not be longer than the period of validity of the
insurance or other security.
3. The certificate shall be in the official language or languages of the issuing State. If the language used is neither English nor French, the text shall include a translation into one of these languages.
4. The certificate shall be carried on board the ship and a copy shall be deposited with the authorities who keep the record of the ship’s registry or, if the ship is not registered in a Contracting State, with the authorities of the State issuing or certifying the certificate.
5. An insurance or other financial security shall not satisfy the requirements of this Article if it can cease, for reasons other than the expiry of the period of validity of the insurance or security specified in the certificate under paragraph 2 of this Article, before three months have elapsed from the date on which notice of its termination is given to the authorities referred to in paragraph 4 of this Article, unless the certificate has been surrendered to these authorities or a new certificate has been issued within the said period. The foregoing provisions shall similarly apply to any modification which results in the insurance or security no longer satisfying the requirements of this Article.
6. The State of registry shall, subject to the provisions of this Article, determine the conditions of issue and validity of the certificate.
7. Certificates issued or certified under the authority of a Contracting State in accordance with paragraph 2 shall be accepted by other Contracting States for the purposes of this Convention and shall be regarded by other Contracting States as having the same force as certificates issued or certified by them even if issued or certified in respect of a ship not registered in a Contracting State. A Contracting State may at any time request consultation with the issuing or certifying State
should it believe that the insurer or guarantor named in the certificate is not financially capable of meeting the obligations imposed by this Convention.
8. Any claim for compensation for pollution damage may be brought directly againat the insurer or other person providing financial security for the owner’s liability for pollution damage. In such case the defendant may, even if the owner is not entitled to limit his liability according to Article , pragraph 2, avail himself of the limits of liability pescribed in Article , paragraph 1. He may further avail himself of the defences (other than the bankruptcy or winding up of the owner) which the owner himself would have been entitled to invoke. Furthermore, the defendant may avail himself of the defence that the pollution damage resulted from the wilful misconduct of the owner himself, but the defendant shall not avail himself of any other defence which he might have been entitled to invoke in proceedings brought by the owner against him. The defendant shall in any event have the right to require the owner to be joined in the proceedings.
9. Any sums provided by insurance or by other financial security maintained in accordance with paragraph 1 of this Article shall be available exclusively for the satisfaction of claims under this Convention.
10. A Contracting State shall not permit a ship under its flag to which this Article applies to trade unless a certificate has been isued under paragraph 2 or 12 of this Article.
11. Subjcet to the provisions of this Article, each Contracting State shall ensure, under its national legislation, that insurance or other security to the extent specified in paragraph 1 of this Article is in force in respect of any ship, wherever registered, entering or leaving a port in its terriory, or arriving at or leaving an off shore terminal in its territorial sea, if the ship actually carries more than 2,000 tons of oil in bulk as cargo.
12. If insurance or other financial security is not maintained in respect of a ship owned by a Contracting State, the provisions of this Article relating thereto shall not be applicable to such ship, but the ship shall carry a certificate issued by the appropriate authorities of the State of the ship’s registry stating that the ship is owned by that State and that the ship’s liability is covered within the limits prescribed by Artivle , paragraphl. Such a certificate shall follow as closely as practicable the model prescribed by paragraph 2 of this Article.
Article
Rights of compensation under this Convention shall be extinguished unless an action is brought thereunder within three years from the date when the damage occurred. However, in no case shall an action be brought after six years from the date of the incident which caused the damage. Where this incident consists of a series of occurrences, the six year’ period shall run from the date of the first such occurrence.
Article
1. Where an incident has caused pollution damage in the territory, including the territorial sea
or an area referred to in Article , of one or more Contracting States or preventive measures have been taken to prevent or minimize pollution damage in such territory including the territorial sea or area, actions for compensation may only be brought in the Courts of any such Contractintg States. Reasonable notice of any such action shall be given to the defendant.
2. Each Contracting State shall ensure that its Courts possess the necessary jurisdiction to entertain such actions for compensation.
3. After the fund has been constituted in accordance with Article the Courts of the State in which the fund is constituted shall be exclusively competent to determine all matters relating to the apportionment and distribution of the fund.
Article
1. Any judgement given by a Court with jurisdiction is accordance with Article which is enforceable in the State of origin where it is nolonger subject to ordinary forms of review, shall be recognized in any Contracting State, except:
(a) where the judgement was obtained by fraud; or
(b) where the defendant was not given reasonable notice and a fair opportunity to present his case.
2. A judgement recognized under paragraph 1 of this Article shall be enforceable in each Contracting State as soon as the formalities required in the State have been complied with. The formalities shall not permit the merits of the case to be re opened.
Article
1. The provisions of this Convention shall not apply to warships or other ships owned or operated by a State and used, for the time being, only on government non commercial service.
2.With respect to ships owned by a Contracting State and used for commercial purposes, each State shall be subject to suit in the jurisdictions set forth in Article and shall waive all defences based on its status as a sovereign State.
Article bis
Transitional prouisions
The following transitional provisions shall apply in the case of a State which at the time of an incident is a Party both to this Convention and to the 1969 Liability Convention:
(a) where an incident has caused pollution damage within the scope of this Convention,
liability under this Convention shall be deemed to be discharged if, and to the extent that , it also arises under the 1969 Liability Convention;
(b) where an incident has caused pollution damage within the scope of this Convention, and
the State is a Party both to this Convention and to the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage, 1971, liability remaining to be discharged after the application of sub paragraph (a) of this Article shall arise under this Convention only to the extent that pollution damage remains uncompensated after application of the said 1971 Convention;
(c) in the application of Article , paragraph 4, of this Convention the expression “this
Convention” shall be interpreted as referring to this Convention or the 1969 Liability Convention, as appropriate;
(d) in the application of Article V, paragraph 3, of this Convention the total sum of the fund to
be constituted shall be reduced by the amount by which liability has been deemed to be discharged in accordance with sub paragraph (a) of this Article.
Article ter
Final clauses
The final clauses of this Convention shall be Articles 12 to 18 of the Protocol of 1992 to amend the 1969 Liability Convention. References in this Convention to Contraction States shall be taken to mean references to the Contracting States of that Protocol.
Final Clauses of the Protocol of 1992 to amend
the 1969 Civil Liability Convention
Article
Signature, ratification, acceptance, approual and accession
1. This Protocol shall be open for signature at London from 15 January 1993 to 14 January 1994 by all States.
2. Subject to paragraph 4, any State may become a Party to this Protocol by:
(a) signature subject to ratification, acceptance or approval followed by ratification,
acceptance or approval; or
(b) accession.
3. Ratification, acceptance, approval or accession shall be effected by the deposit of a formal instrument to that effect with the Secretary General of the Organization.
4. Any Contracting State to the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage, 1971, hereinafter referred to as the 1971 Fund Convention, may ratify, accept approve or accede to this Prtotocol only if it ratifies, accepts, approves or accedes to the Protocol of 1992 to amend that Convention at the same time, unless it denounces the 1971 Fund Convention to take effect on the date when this Protocol enters into force for that State.
5. A State which is a Party to this Protocol but not a Party to the 1969 liability Convention shall be bound by the provisions the 1969 Liability Convention as amended by this Protocol in relation to other States Parties hereto, but shall not be bound by the provisions of the 1969 Liability Convention in relation to States Parties thereto.
6. Any instrument of ratification, acceptance, approval or accession deposited after the entry into force of an amendment to the 1969 Liability Convention as amended by this Protocol shall be deemed to apply to the Convention so amended, as modified by such amendment.
Article
Entry into force
1. This Protocol shall enter into force twelve months following the date on which ten State including four States each with not less than one million units of gross tanker tonnage have deposited instruments of ratification, acceptance, approval or accession with the Secretary General of the Organization.
2. However, any Contracting State to the 1971 Fund Convention may ,at the time of the deposit of its instrument of ratification, acceptance, approval or accession in respect of this protocol, declare that such instrument shall be deemed not to be effective for the purposes of this Article until the end of the six month period in Article 31of the Protocol of 1992 to amend the 1971 Fund Convention. A State which is not a Contracting State to the 1971 Fund Convention but which deposits an instrument of ratification, acceptance, approval or accession in respect of the Protocol of 1992 to amend the 1971 Fund Convention may also make a declaration in accordance with this paragraph at the same time.
3. Any State which has made a declaration in accordance with the preceding paragraph may withdraw it at any time by means of a notification addressed to the Secretary General of the Organization. Any such withdrawal shall take effect on the date the notification is received, provided that such State shall be deemed to have deposited its instrument of ratification, acceptance, approval or accession in respect of this Provtcol on that date.
4. For any State which ratifies, accepts, approves or accedes to it after the conditions in paragraph 1 for entry into force have been met, this Protocol shall enter into force twelve months following the date of deposit by such State of the appropriate instrument.
Article
Reuision and amendment
1. A Conference for the purpose of revising or amending the 1992 Liability Convention may be convened by the Organization.
2. The Organization shall convene a Conference of Contracting States for the purpose of revising or amending the 1992 Liability Convention at the request of not less than one third of the Contracting States.
Article
Amendments of limitation amounts
1. Upon the request of at least one quarter of the Contracting States and proposal to amend the limits of liability laid down in Article , paragraph 1, of the 1969 Liability Convention as amended by this Protocol shall be circulated by the Secretary General to all Members of the Organization and to all Contracting States.
2. Any amendment proposed and circulated as above shall be submitted to the Legal Committee of the Organization for consideration at a date at least six months after the date of its circulation.
3. All Contraction States to the 1969 Liability Convention as amended by this Protocol, whether or not Members of the Organization, shall be entitled to participate in the proceedings of the Legal Committee for the consideration and adoption of amendments.
4. Amendments shall be adopted by a two thirds majority of the Contracting States present and voting in the Legal Committee, expanded as provided for in paragraph 3, on condition that at least one half of the Contracting States shall be present at the time of voting.
5. When acting on a proposal to amend the limits, the legal Committee shall take into acount the experience of incidents and in particular the amount of damage resulting therefrom, changes in the monetary values and the effect of the proposed amendment on the cost of insurance. It shall also take into account the relationship between the limits in Article V, paragraph 1, of the 1969 Liability Convention as amended by this Protocol and those in Article 4, paragraph 4 of the International Convention on the Establishment of an International Fund for Sempensation for Oil Pollution Damage, 1992.
6)(a) No amendment of the limits of liability under this Article may be considered before 15 January 1998 nor less than five years from the date of entry into force of a previous amendment under this Article. No. Amendment under this Article shall be considered before this Protocol has
entered into force.
(b) No limit may be increased so as to exceed an amount which corresponds to the limit laid down in the 1969 Liability Convention as amended by this Protocol increased by 6 per cent per year calculated on a compound basis from 15 January 1993.
(c) No Limit may be increased so as to exceed an amount which corresponds to the limit laid down in the 1969 Liability Convention as amended by this Protocol mulitiplied by 3.
7. Any amendment adopted in accordance with paragraph 4 shall be notified by the Organization to all Contracting States. The amendment shall be deemed to have been accepted at the end of a period of eighteen months after the date of notification, unless within that period not less than one quarter of the States that were Contracting States at the time of the adoption of the amendment by the Legal Committee have communicated to the Organization that they do not accept the amendment in which case the amendment is rejected and shall have no effect.
8. An amendment deemed to have been accepted in accordance with pargraph 7 shall enter into force eighteen months after its acceptance.
9. All Contracting States shall be bound by the amendment, unless they denounce this Protocol in accordance with Article 16, paragraphs 1 and 2, at least six months before the amendment enters into force. Such denunciation shall take effect when the amendment enters into force.
10. When an amendment has adopted by the legal Committee but the eighteen month period for its acceptance has not yet expired, a State which becomes a Contracting State during that period shall be bound by the amendment if it enters into force. A State which becomes a Contracting State after that period shall be bound by an amendment which has been accepted in accordance with paragraph 7. In the cases referred to in this paragraph, a State becomes bound by an amendment when that amendment enters into force, or when this Protocol enters into force for that State, if later.
Article
Denunciation
1. This Protocol may be denouced by any Party at any time after the date on which it enters into force for that party.
2. Denunciation shall be effected by the deposit of an instrument with the Secretary General of the Organization.
3. A denunciation shall take effect twelve months, or such longer period as may be specified in the instrument of denunciation, after its deposit with the Secretary General of the
Organization.
3. A denunciation shall take effect twelve months, or such longer period as may be specified in the instrument of denuciation, after its deposti with the Secretary General of the Organization.
4. As between the Parties to this Protocol, denunciation by any of them of the 1969 Liability Convention in accordance with Article XVI thereof shall not be construed in any way as a denunciation of the 1969 Liability Convention as amended by this Protocol.
5. Denunciation of the Protocol of 1992 to amend the 1971 Fund Convention by a State which remains a Party to the 1971 Fund Convention shall be deemed to be a denunciation of this Protocol. Such denunciation shall take effect on the date on which denunciation of the Protocol of 1992 to amend the 1971 Fund Convention takes effect according to Article 34 of that Protocol.
Article
Depositary
1. This Protocol and amendments accepted under Article 15 shall be deposited with the Secretary General of the Organization.
2. The Secretary General of the Organization shall:
(a) inform all States which have signed or acceded to this Protocol of :
(i) each new signature or deposit of an instrument together with the date thereof;
(ii) each declaration nd notification under Article 13 and each declaration and communication under Article V, paragraph 9, of the 1992 Liability Convention;
(iii) the date of entry into force of this Protocol;
(iv) any proposal to amend limits of liability which has been made in accordance with Article 15, paragraph 1;
(v) any amendment which has been adopted in accordance with Article 15, paragraph 4;
(vi) any amendment deemed to have been accepted under Article 15, paragraph 7, together with the date on which that amendment shall enter into force in
accordance with paragraphs 8 and 9 of that Article;
(vii) the deposit of any instrument of denunciation of this Protocol together with the date of the deposit and the date on which it takes effect;
(viii) any denunciation deemed to have been made under Article 16, paragraph 5;
(ix) any communication called for by any Article of this Protocol;
(b) transmit certified true copies of this Protocol to all Signatory States and to all States which accede to this Protocol.
3. As soon as this Protocol enters into force, the text shall be transmitted by the Secretary General of the Organization to the Secretariat of the United Nations for registration and publication in accordance with Article 102 of the Charter of the United Nations.
Article
Languages
This Potocol is established in a single original in the Arabic, Chinese, English, French, Russian and Spanish languages, each text being equally authentic.
ANNEX
CERTIFICATE OF INSURANCE OF OTHER FINANCIAL SECURITY IN RESPECT OF CIVIL LIABILITYFOR OIL POLLUTION DAMAGE
Issued in accordance with the provisions of Article VII of the International
Convention on Civil Liability for Oil Pollution Damage, 1992.
Name of ship
Distinctive
number of letters
Port of
registry
Name and address
of owner
This is to certify that there is in force in respect of the above named ship a policy of insurance of other financial security satisfying the requirements of Article VII of the International Ccnvention on Civil Liability for Oil Pollution Damage, 1992.
Type of Security
Duration of Security
Name and Address of the Insurer(s) and/or Guarantor(s)
Name Address
This certificate is valid until
Issued or certified by the Government of
( Full designation of the State )
At On (Place) (Date)
Signature and Title of
Issuing or certifying official Explainatory Notes:
1. If desired, the designation of the State may include a reference to the competent public authority of the country where the certificate is issued.
2. If the total amount of security has been furnished by more than one source, the amount of each of them should be indicated.
3. If security is furnished in several forms, these should be enumerated.
4. The entry “Duration of Security” must stipulate the date on which such security takes
effect.
《联合国海洋法公约》 《联合国海洋法公约》于１９８２年１２月１０日在牙买加的蒙特哥湾召开的第三次联合国海洋法会议最后会议上通过，１９９４年生效，已获１５０多个国家批准。公约规定一国可对距其海岸线２００海里（约３７０公里）的海域拥有经济专属权。 目录 (001) ............................................................00 2 (010) (014) (017) (025) (028) (037) (037) (038) (039) ................................................06 5 (078) ..........................................08 5 (089) ............................................................09 6 .........................................................09 6 ......................................................10 2 .........................................................10 3 ..........................................10 5 (122) (130) ......................................................13 3 (142) (145) (147)
联合国 The United Nations was born out of the ashes of World War II and the failures of its predecessor, the League of Nations. At a conference in San Francisco in 1945, the organization’s charter was drawn up, seeking to foster a more peaceful world and promote and develop human rights. President Harry Truman told delegates there were many who doubted they could succeed because of their differences. But these differences were all forgotten in one unshakable unity of determination to find a way to end war. That October, the United Nations was officially established after 29 of its first 50 member states ratified the charter. Today, there are 193 member states. Michael Doyle, a former advisor to Secretary-General Kofi Annan, says the organization got off to a rocky start. During the Cold War, the split between the Soviet Union and the U.S. created an institution that was at loggerheads with itself. It could only work in the margins in peacekeeping, and those particular conflicts where the U.S. and Soviets wanted to take it off their own rivalry and let it work on the side. U.N. peacekeeping was born during this period. Growing from a couple thousand “blue helmets” addressing the Suez Crisis in 1956, to more than 100,000 soldiers and police today, peacekeepers protect civilians and aid workers in some of the world’s most dangerous trouble spots. un.jpg The U.N. also delivers humanitarian assistance to victims of war and disasters, and tries to prevent and resolve conflicts. More recently, it has taken on climate change and eradicating extreme poverty. The world is changing and the U.N. has to change and adapt with it. We cannot be static. Eight men have led the U.N. since 1945. Next year, a new secretary-general will be elected. Many say it is time for a woman. There also are calls for organizational reform, particularly in the Security Council, where five countries hold veto power.
巴黎圣母院英文名句 1、丑在美的旁边，畸形靠近优美，丑怪藏在崇高背后，美与丑并存，光明与黑暗相共。 Uglyisnexttobeauty,deformityisclosetobeauty,uglinesshidesbe hindsublime,beautyanduglinesscoexist,lightanddarknesscoexis t. 2、是的，爱情犹如树木能够自生自长，深深扎根于我们的周身，在一颗心的废墟上还是枝繁叶茂。 Yes,loveislikeatreegrowingonitsown,deeplyrootedinallofus,an dstillflourishingontheruinsofaheart. 3、友谊就像兄妹俩，就像两颗灵魂，相互接触，却不合在一起，又像手上的两根指头。
Friendshipislikebrothersandsisters,liketwosouls,touchingeac hother,butnottogether,andliketwofingersonthehand. 4、无法又无天，无家又无业，王不管，天不怜。 Thereisnolaw,nohomeandnojob.Nomatterwhatthekingdoes,heavenh asnopity. 5、人处于什么情况，都不如身上一文不名这样富于冒险精神。 Peopleinanysituationarenotasadventurousasbeingpenniless. 6、小树往往辜负园丁的苦心，固执地朝空气和阳光的方向伸展。 Treesoftenfailtoliveuptothegardener'spainsandstubbornlystre tchinthedirectionofairandsunshine. 7、安抚观众最好的办法，就是让他们知道戏即将开始。
国际油污损害民事责任公约 （１９６９年１１月２９日订于布鲁塞尔） 本公约各缔约国， 意识到由于遍及世界的海上载运散装油类而出现的污染危险，确信有必要对由于船舶逸出或排放油类造成污染而遭受损害的人员给予适当的赔偿，本着通过统一的国际规则和程序以便确定在上述情况下的责任问题，并提供适当赔偿的愿望。 议定下列条款： 第一条 在本公约中： １、船舶，是指装运散装油类货物的任何类型的远洋船舶和海上船艇。 ２、人是指任何个人或合伙或任何公营或私营机构（不论是否法人），包括国家或其任何下属单位。 ３、船舶所有人，是指登记为船舶所有人的人，如果没有这种登记，则是指拥有该船的人。但如船舶为国家所有而由在该国登记为船舶经营人的公司所经营，船舶所有人即指这种公司。 ４、船舶登记国，就登记的船舶而言，是指对船舶进行登记的国家；就未登记的船舶而言，是指其船旗国。 ５、油类，是指任何持久性油类，例如原油、燃料油、重柴油、润滑油以及鲸油，不论是作为货物装运于船上，或是作为这类船舶的燃料。 ６、油污损害，是指由于船舶逸出或排放油类（不论这种逸出或排放发生在何处）后，在运油船舶本身以外因污染而产生的灭失或损害，并包括预防措施的费用以及由于
采取预防措施而造成的进一步灭失或损害。 ７、预防措施，是指事件发生后为防止或减轻污染损害而由任何人所采取任何合理措施。 ８、事件，是指造成污染损害的任何事故，或是由于同一原因所引起的一系列事故。 ９、海协，是指政府间海事协商组织。 第二条 本公约仅适用于在缔约国领土和领海上发生的污染损害，和为防止或减轻这种损害而采取的预防措施。 第三条 １、除本条第２款和第３款另有规定外，在事件发生时，或如事件包括一系列事故，则在此种事故第一次发生时，船舶所有人应对该事故引起的漏油或排油所造成的污染损害负责。 ２、船舶所有人如能证实损害系属于以下情况，便不得使之承担油污损害责任：（１）由于战争行为、敌方行为、内战或武装暴动，或特殊的，不可避免的和不可抗拒性质的自然现象所引起的损害； （２）完全是由于第三者有意造成损害的行为或不为所引起的损害； （３）完全是由于负责灯塔或其他助航设备的政府或其他主管当局在执行其职责时的疏忽或其他过失行为所造成的损害。 ３、如果船舶所有人证明，污染损害完全或部分是由于遭受损害人有意造成损害的行为或不为所引起，或是由于该人的疏忽所造成，则该船舶所有人即可全部或部分地免除对该人所负的责任。 ４、不得要求船舶所有人对本公约没有规定的污染损害作出赔偿。不得要求船舶所
联合国海洋法公约中英 文 Document serial number【KKGB-LBS98YT-BS8CB-BSUT-BST108】
【标题】１９８２年联合国海洋法公约(附英文)【分类】国际海事 【时效性】有效 【颁布时间】 【实施时间】 【发布部门】蒙特哥湾 目录 第Ⅰ部分用语和范围 第Ⅱ部分领海和毗连区 第１节一般规定 第２节领海的界限 第３节领海的无害通过 第４节毗连区 第Ⅲ部分用于国际航行的海峡 第１节一般规定
第２节过境通行 第３节无害通过 第Ⅳ部分群岛国 第Ⅴ部分专属经济区 第Ⅵ部分大陆架 第Ⅶ部分公海 第１节一般规定 第２节公海生物资源的养护和管理 第Ⅷ部分岛屿制度 第Ⅸ部分闭海或半闭海 第Ⅹ部分内陆国出入海洋的权利和过境自由第Ⅺ部分“区域” 第１节一般规定 第２节支配“区域”的原则 第３节“区域”内资源的开发 第４节管理局
第５节争端的解决和咨询意见 第Ⅻ部分海洋环境的保护和保全 第１节一般规定 第２节全球性和区域性合作 第３节技术援助 第４节监测和环境评价 第５节防止、减少和控制海洋环境污染的国际规则和国内立法第６节执行 第７节保障办法 第８节冰封区域 第９节责任 第１０节主权豁免 第１１节关于保护和保全海洋环境的其他公约所规定的义务第ＸＩＩＩ部分海洋科学研究 第１节一般规定 第２节国际合作
第３节海洋科学研究的进行和促进 第４节海洋环境中科学研究设施或装备第５节责任 第６节争端的解决和临时措施 第ＸＩＶ部分海洋技术的发展和转让 第１节一般规定 第２节国际合作 第３节国家和区域性海洋科学和技术中心第４节国际组织间的合作 第ＸＶ部分争端的解决 第１节一般规定 第２节导致有拘束力裁判的强制程序 第３节适用第２节的限制和例外 第ＸＶＩ部分一般规定 第ＸＶＩＩ部分最后条款 附件Ⅰ高度回游鱼类（略）
《联合国海洋法公约》的基本特点 1982年通过、1994年生效的《联合国海洋法公约》（以下简称《公约》）由本文320条和9个附件组成。 因其内容的丰富和具体，被称为“海洋宪章”。《公约》现已成为国际社会综合规范海洋问题的条约，受到各国的普遍遵守。 《公约》主要具有以下6个基本特点： 一是确立了领海宽度的最大范围。 例如，《公约》第3条规定，每一国家都有权确定其领海的宽度，直至从按照本《公约》确定的基线量起不超过12海里的界限为止。即国家可以将领海宽度确定为最大12海里的界限。 二是根据海域的不同地位细化了海域范围。 《公约》将海域分为内水、领海、毗连区、群岛水域、专属经济区、大陆架、公海、国际海底区域等。不同的海域具有不同的法律地位，沿海国对其的管辖权也不同。简言之，离陆地领海基线距离越远的海域，国家的管辖权就越弱或越有限。 三是修改了大陆架制度的标准或范围，并创设了大陆架外部界限制度。 《大陆架公约》（1958年）第1条规定，大陆架是
指邻接海岸但在领海范围以外、深度达200米，或超过此限度而上覆水域的深度容许开采其自然资源的海底区域的海床和底土。即所谓的200米水深标准或可开采标准。对此，《公约》第76条第1款规定，沿海国的大陆架包括其领海以外依其陆地领土的全部自然延伸，扩展到大陆边外缘的海底区域的海床和底土，如果从测算领海宽度的基线量起到大陆边的外缘的距离不到200海里，则扩展到200海里的距离。可见，《公约》对大陆架范围采用了自然延伸标准或200海里距离标准，从而极大地扩展了沿海国对大陆架的管辖范围。 同时，《公约》在大陆架制度中为限制沿海国的大陆架范围，对大陆架的范围作了制约性规定，即所谓的大陆架外部界限制度，其是指国家划定大陆架外部界限应遵行的规范和程序等方面的内容。 对沿海国大陆架外部界限的限制，主要表现在3个方面： 一是在界限距离方面的限制； 二是在界限设定程序方面的限制； 三是在开发非生物资源上的制约。 《公约》作出上述规定的目的，主要是让代表全人类的国际海底管理局公平分配对200海里以外的大
1．联合国主要机构及主要国际组织名称 General Assembly of the United Nations 联合国大会 International Court of Justice 国际法院 Security Council 安理会 UNDOF(United Nations Disengagement Observer Force) 联合国脱离接触观察员 部队 UNPKF(United Nations Peace-keeping Force) 联合国维和部队 GATT(General Agreement on Tariffs and Trade) 关税及贸易总协定 ILO(International Labour Organization) 国际劳工组织 FAO(Food and Agriculture Organization) 联合国粮食及农业组织UNESCO(United Nations Educational Scientific and Cultural Organization) 联合国教科文组织 UNEP(United Nations Environment Programme) 联合国环境规划署 UNDP(United Nations Development Program) 联合国开发计划署 World Food Council 世界粮食理事会 UNCTD(United Nations Conference on Trade and Development) 联合国贸易和发 展会议 WHO(World Health Organization) 世界卫生组织 IMF(International Monetary Fund) 国际货币基金组织 IBRD(International Bank for Reconstruction and Development) 国际复兴开发银行 （世界银行） ICAO(International Civil Aviation Organization) 国际民用航空组织 UPU(Universal Postal Union) 万国邮政联盟 WIPO(World International Property Organization) 世界知识产权组织 IAEA(International Atomic Energy Agency) 国际原子能机构 UNHCR(Officer of the United Nations High Commissioner for Refugees) 联合国难民事务高级专员处 ASEAN(Association of Southeast Asian Nations) 东南亚国际联盟，（“东盟”）Commonwealth of Nations 英联邦 EC(European Communities) 欧洲共同体 NATO(North Atlantic Treaty Organization) 北大西洋公约组织 OAU(Organization of African Unity) 非洲统一组织 OAS(Organization of American States) 美洲国家组织
1992 年国际油污损害民事责任公约（合并本） 2012.09.04 本公约各当事国： 意识到在世界范围内，海上运输散装油类所引起的污染危险，确信有必要对由于船舶泄漏或排放油类造成污染而遭受损害的人给予适当的赔偿， 本着通过统一的国际规则和程序以便确定在上述情况下的责任问题井提供适当赔偿的愿望。兹协议如下： 第一条 就本公约而言： 1．"船舶"是指为载运作为货物的散装油类而建造或改建的任何类型的海船和海上运输工具，但是，一艘能够运输油类和其它货物的船舶仅在其实际载运作为货物的散装油类时，以及在进行这种运输之后的任何航次，方能被视为一艘船舶，但能证明上已不再装有散装油类的残余物者外。 2．"人"是指任何个人或集体或任何公营或私营机构，不论是否法人，包括国家或其任何下属单位。 3．"所有人"是指登记为船舶所有人的人，如果没有登记，则是指拥有该船的人。但如船舶为国家所有并由在该国登记为船舶经营人的公司所经营，"所有人"即指这种公司。 4．"船舶登记国"，就登记的船舶而言，是指对船舶进行登记的国家，就未登记的船舶而言，是指其船旗国。 5．"油类"是指任何持久性烃类矿物油，例如原油、燃油、重柴油和润滑油，不论作为货物装运于船上，或是作为这类船舶的燃料。 6．"污染损害"是指： （a）由于船舶泄漏或排放油类，而在船舶之外因污染而造成的损失和损害，
不论这种泄漏或排放发生于何处，但是，对环境损害的赔偿，除这种损害所造成的盈利损失外，应限于已实际采取或行将采取的合理复原措施的费用；（b）预防措施的费用和因预防措施而造成的进一步损失或损害。 7. "预防措施"是指事件发生后为防止或减轻污染损害由任何人采取的任何合理措施。 8．"事件"是指造成污染损害或产生会导致这种损害的严重而紧迫的危险的任何事故，或由同一原因所引起的一系列事故。 9．"组织"是指国际海事组织。 10. "1969 年责任公约"是指1969 年国际油污损害民事责任公约．对于该公约1976 年议定书的当事国而言，则应被认为包括经该议定书修正的1969 年责任公约。 第二条 本公约专门适用于： （1）在下列区域内造成的污染损害： ①缔约国的领土，包括领海，以及， ②缔约国根据国际法设立的专属经济区，或者，如果缔约国尚未设立这种区域，则为该国根据国际法所确定的超出并毗连于其颂海的区域，巳自该国测量其领海宽度的基线算起，外延不超过200海里； （2）为预防或减轻这种损害而在任何地方采取的预防措施。 第三条 1.除本条第 2 款和第 3 款另有规定外，在事件发生时，或如该事件包括一系列事故，则在其第一次事故发生时，船舶所有人应对该船因此事件所造成的任何污染损害负责赔偿。 2.船舶所有人如能证实损害系属于以下情况，即对之不负责任： （1）由于战争行为、敌对行为、内战或武装暴动，或特殊的、不可避免的和不可抗拒性质的自然现象所引起的损害；
近年来，我国学术界、司法界对沿海运输船舶油污损害赔偿所涉的法律问题的讨论，在逐步引向深入。本文仅就在讨论中有争议的几个具体法律问题，谈谈个人的看法，以求统一认识。 1. 对我国《海商法》第208 条第（二）项的理解 我国《海商法》第208条第（二）项规定，“中华人民共和国参加的国际油污民事责任公约规定的油污损害的赔偿请求”不适用《海商法》第11 章—海事赔偿责任限制—的规定。这一规定出自于1976年海事赔偿责任限制公约（简称76 年公约）第3 条第（2）项，“实施中的1969 年11 月29 日国际油污损害民事责任公约（简称69CLC），或其修正案或议定书规定的油污损害的赔偿请求”不适用本公约的规定。这一条文明确地说明了，69CLC 所调整的油污损害赔偿，不适用76 年公约，换言之，69CLC 不调整的油污损害，仍属76年公约所调整的限制性债权。[2]我国《海商法》第208 条第（二）项规定，实质上与76 年公约的规定是相同的，排除对《海商法》的适用必须符合两个条件：一是“我国参加的”；二是“公约规定的油污损害”。缺少任何一个条件，都不能排除对《海商法》的适用。《海商法》第268 条同时规定，有涉外因素时“中华人民共和国缔结或者参加的国际条约同本法有不同规定的，适用国际条约的规定。”这就是说，没有涉外因素，尽管也是69CLC“规定的”油污损害，但仍然适用国内法，即适用《海商法》第207 条的限制性债权。因此，不能认为，凡是69CLC “规定的”油污损害都不适用我国《海商法》第207 条的规定，而是CLC 对我国有约束力的范围内的油污损害不适用《海商法》第11 章的规定。 [3] 2．如何理解《海环法》[4] 第97 条的规定 《海环法》（1999 年）第97 条规定，“中华人民共和国缔结或者参加的与海洋环境保护有关的国际条约与本法有不同规定的，适用国际条约的规定。”与《民法通则》第142 条、《民诉法》第238条、《海商法》第268 条、《海事诉讼特别程序法》第3 条不同的是，本条既没有放在涉外篇，也没有用涉外因素加以限制。对此，有人解释说，我国在处理国际公约与国内法关系问题上，原则是一贯的，不变的，不加“涉外因素”，也应作有涉外因素的解释。这样解释是否牵强，暂不做评论。本人认为，“涉外因素”的条件限制是在一定范围内适用的, 即仅适用于民事商事的国际公约，对于公法性质的国际公约，上述原则是不完全适用的。《海环法》是行政法，属公法范畴。[5]本条所指的“海洋环境保护的国际公约”应该指公法性质的国际公约，因此不加“涉外因素”的条件限制是对的。《海环法》第97 条不应包含我国参加的有关油污损害赔偿的民事方面的国际公约。因此，也就不存在与上述原则产生矛盾的问题。 3. 对《海环法》第90 条中“责任者”的理解 我国《海环法》第90 条规定，“造成海洋环境污染损害的责任者，应当排除危害，并赔偿损失；完全由于第三者的故意或者过失，造成海洋环境污染损害的，由第三者排除危害，并承担赔偿责任。”实践中产生的分歧是，如何理解“责任者”，特别是当两船发生碰撞互有过失，并只有一船漏油时，“责任者”是仅指漏油的一方，还是指碰撞的双方？本人认为，是指漏油的一方。理由是：一起碰撞案件同时造成油污，通常引起两种侵权责任：一是碰撞双方（或多方）的侵权责任；二是漏油方与油污受害方的侵权责任。 [6]造成海洋环境污染损害的“责任者”，显然是指后一种法律关系， [7]国际公约或国内法就碰撞双方的侵权关系和油污方与受害方的侵权关系已有专门的规范调整，形成了独立的法律体系（尽管我国目前调整油污侵权责任的法律尚不健全）。两种法律体系的责任主体、责任基础、责任限制，以及承担损害赔偿的原则都有不同。 (1) 责任基础不同。碰撞侵权责任实行“过失责任”，油污侵权责任则实行“严格责任”（或称“无过错责任”）。 [8]就同一油污事故的受害方，其索赔不应也不可能基于两种不同的责任基础。“严格责任”已包含了“过失责任”，漏油方按严格责任全额赔付了受害方（或提供了足额担保），受害方就不可能再以过失责任向非漏油方索赔其碰撞的责任比例部分（或担保）更不可能索赔100%的损失（或担保），否则，便是双重索赔，构成不当得利。在特殊情况下，如溢油船舶沉没，船东不曾出现，又无买责任保险，此时，油污受害方可以以一般财产损害的名义，向非溢油的碰撞方索赔其应承担的碰撞责任比例部分，或要求提供相应的担保。但这不等于是承担连带责任。 (2) 责任限制不同。对适用CLC 公约的漏油船舶而言，一起碰撞案可能涉及两个责任限额：人身伤亡和财产损害（如76 年海事赔偿责任限制公约）、油污民事责任（如92 年CLC）。 [9]而对非漏油的碰撞方只有一个限额：人身伤亡和财产损害，且财产损害包括对漏油方的油污责任。 (3）与上述责任限制制度相适应的责任保险制度是，各船舶根据自己船舶的吨位， [10][11]为自己的船舶单独投保油污责任险或燃油责任险(或者提供相应的财务担保证书) ，以确保一旦发生漏油事故，受害人可以从油污责任保险人或财务担保人那里获得限额以下的全部油污赔偿。 [12]对非漏油方的碰撞责任，含油污责任，只有一个限额， [13]且责任保险人都是责任限制的主体，[14]在此限额内由该船舶的保险人与保赔协会共同分摊，保险人承担4/4碰撞责任，但以保额为限；保赔协会承担该船造成的他船油污损害责任，但以保赔协会的限额为限。 [15] （4）从因果关系分析，碰撞与油污损害之间不存在直接的因果关系。因为油污损害是由于油类的污染特性决定的，碰撞能否造成污染损害取决于船载货物或燃油，不取决于碰撞本身。也就是说，碰撞并非必然产生油污，但漏油必然产生油污。因此，油污的法律制度是将油污风险分配给油轮船东和油类货主，前者强制投保油污责任险，后者摊款建立油污责任基金。非漏油的碰撞船舶并没有承担散装货油运输风险，她承担的碰撞责任比例中所包含的油污损害，是同漏油船舶及其他财产损害一样看待的，只不过是责任保险人可能不是同一人罢了（保险公司和保赔协会）。从这里也可看出，将碰撞与油污作为两个法律关系是有道理的。（5）既然是两种独立的法律关系，油污法律已有明确规定的，就不应再适用碰撞法律。油污国际公约已经规定：除完全是由于第三方的故意所致外，谁漏油，谁承担100% 的油污责任，就不能再适用《海商法》第169条规定的按碰撞过失比例承担油污责
国际公法英文名解汇总纲目版 第一章国际法导论 International law 国际法 Jus civile 市民法 Jus gentium 万民法 Jus inter gentes = law of nations 万国法/万国公法 Positive morality 实在道德 International comity 国际礼让 Treaty on European Union = Treaty of Maastricht 《欧洲联盟条约》/《马斯特里赫特条约》 Naturalists 自然法学派 Solidarists 社会连带法学派 Normativists 规范法学派 Positivists 实在法学派 Sources of law = sources du droit = fontes juris 法律渊源 Monism 一元论 Dualism 二元论 第二章国际法基本原则 Jus cogens 强行法/强制法/绝对法 Sovereignty 主权 The Right of People to Self-determination 民族自决权 第三章国际法主体 Single State 单一国 Federation 联邦 Confederation 邦联 Protected State 被保护国 Permanent Ueutralized State 永久中立国Fundamental Right 基本权利 Secondary Rights 派生权利Right of Independence 独立权 Right of Equality 平等权 Right of Self-preservation 自保权 Right of Jurisdiction 国家管辖权 Territorial Jurisdiction 属地管辖权/属地优越权 Personal Jurisdiction = nationality jurisdiction = active personality principle 属人管辖权/国籍管辖/积极国籍管辖 Protective Jurisdiction = passive personality principle 保护性管辖权/消极国籍管辖 Universal Jurisdiction 普遍性管辖权 Judicial immunities 外国国家的司法豁免权Recognition 国际法上的承认 Effective control 有效统治 Succession 国际法上的继承 第四章国际法上的居民 Nationality 国籍 Inhabitant 居民 Original nationality 原始国籍/出生国籍 Jus sanguinis 血统主义 Jus soli 出生地主义 Acquired nationality 因加入而取得国籍Naturalization 入籍/归化 Release 放弃（国籍） Deprive 剥夺（国籍） Dual nationality 双重国籍 Active conflicts 国籍的积极抵触 Stateless person 无国籍人 Passive conflicts 国籍的消极抵触 Alien 外国人 Deportation 驱逐出境
《联合国海洋法公约》于１９８２年１２月１０日在牙买加的蒙特哥湾召开的第三次联合国海洋法会议最后会议上通过，１９９４年生效，已获１５０多个国家批准。公约规定一国可对距其海岸线２００海里（约 ３７０公里）的海域拥有经济专属权。高之国当选国际海洋法法庭法官 目录 第Ⅰ部分用语和范围 第Ⅱ部分领海和毗连区 第Ⅲ部分用于国际航行的海 第Ⅳ部分群岛国 第Ⅴ部分专属经济区 第Ⅵ部分大陆架 第Ⅶ部分公海 第Ⅷ部分岛屿制度 第Ⅸ部分闭海或半闭海 第Ⅹ部分内陆国出入海洋的权利和过境自由 第Ⅺ部分“区域” 第Ⅻ部分海洋环境的保护和保全 第ＸⅢ部分海洋科学研究 第ＸＩＶ部分海洋技术的发展和转让 第ＸＶ部分争端的解决 第ＸＶＩ部分一般规定 第ＸＶＩＩ部分最后条款 附件Ⅰ高度回游鱼类（略） 附件Ⅱ大陆架界限委员会 附件Ⅲ探矿、勘探和开发的基本条件 附件Ⅳ企业部章程 附件Ⅴ调解 附件Ⅵ国际海洋法法庭规约 附件Ⅶ仲裁 附件Ⅷ特别仲裁 附件Ⅸ国际组织的参加 本公约缔约各国， 本着以互相谅解和合作的精神解决与海洋法有关的一切问题的愿望，并且认识到本公约对于维护和平、正义和全世界人民的进步作出重要贡献的历史意义， 注意到自从１９５８年和１９６０年在日内瓦举行了联合国海洋法会议以来的种种发展，着重指出了需要有一项新的可获一般接受的海洋法公约， 意识到各海洋区域的种种问题都是彼此密切相关的，有必要作为一个整体来加以考虑， 认识到有需要通过本公约，在妥为顾及所有国家主权的情形下，为海洋建立一种法律秩序，以便利国际交通和促进海洋的和平用途，海洋资源的公平而有效的利用，海洋生物资源的养护以及研究、保护和保全海洋环境， 考虑到达成这些目标将有助于实现公正公平的国际经济秩序，这种秩序将照顾到全人类的利益和需要，特别是发展中国家的特殊利益和需要，不论其为沿海国或内陆国， 希望以本公约发展１９７０年１２月１７日第２７４９（ＸＸＶ）号决议所载各项原则，联合国大会在该决议中庄严宣布，除其他外，国家管辖范围以外的海床和洋底区域及其底土以及该区域的资源为人类的共同继承财产，其勘探与开发应为全人类的利益而进行，不论各国的地理位置如何， 相信在本公约中所达成的海洋法的编纂和逐渐发展，将有助于按照《联合国宪章》所载的联合国的宗旨和原则巩固各国间符合正义和权利平等原则的和平、安全、合作和友好关系，并将促进全世界人民的经济和社会方面的进展， 确认本公约未予规定的事项，应继续以一般国际法的规则和原则为准据， 经协议如下： 第Ⅰ部分用语和范围
My Report and Comments on the Above Book 《Notre Dame cathedral》is one known far and wide romantic faction strength which Victor Hugo writes .This is the name of a man who describes the beauty of humanity, and the story takes place in a medieval April fool's day.That day, the wandering ugly deaf Quasimodo in the square to sing and dance, esmeralda was a gypsy girl attracted people, she looks beautiful dance is also very beautiful. At this time, the facade of the Paris Notre Dame, the deputy Lord of the house, crod?Frollo was suddenly fascinated by the beautiful mera, who was burning with passion and madly in love with her.So he ordered the ugly, ugly casimodo to rob esmeralda.On the way, the French king's arch-captain, who was not, saved esmeralda and seized Quasimodo.He took the ringman to the square and whipped, and the good gipsy, without the enemy, gave the water to Quasimodo.He was very grateful to esmeralda and fell in love with her.The naive esmeralda fell in love at the sight of her, and when they dated, frolow quietly followed, out of jealousy, he stabbed him with a knife and ran away.Ezra da was sentenced to death for being framed by the ferrero. Execution, Quasimodo esmeralda from out the gallows, hidden in the Notre Dame in Paris, a beggar people into the church, to save the esmeralda and Quasimodo war, esmeralda was led by crowder forces stormed the virgin institutes, finally Quasimodo angrily crowder from church attic fell under the ground, finally Quasimodo caressed esmeralda's body double suicide. Every lavish church building in the book is memorable，The book's gypsy girl, esmeralda, is very popular.She is beautiful, charming, pure, kind, versatile, good at
国际油污损害民事责任 公约 集团公司文件内部编码：（TTT-UUTT-MMYB-URTTY-ITTLTY-
国际油污损害民事责任公约本公约通常简称“民事责任公约”，1969年11月29日订于布鲁塞 尔.1975年6月19日生效。 1980年1月30日中华人民共和国政府向国际海事组织秘书长交存接受书，同时声明：台湾当局盗用中国名义对该公约的签宇和接受均属非法无效。该公约于1980年4月30日对中国生效。 本公约各缔约国，意识到由于遍及世界的海上载运散装油类而出现的污染危险，确信有必要对由于船舶逸出或排放油类造成污染而遭受损害的人员给予适当的赔偿，本着通过统一的国际规则和程序以便确定在上述情况下的责任问题并提供适当赔偿的愿望，议定下列条款： 第一条 在本公约中：
1.“船舶”是指装运散装油类货物的任何类型的远洋船舶和海上船艇。 2.“人”是指任何个人或集体或任何公营或私营机构（不论是否法人），包括国家或其任何下属单位。 3.“船舶所有人”是指登记为船舶所有人的人，如果没有这种登记，则是指拥有该船的人。但如船舶为国家所有而由在该国登记为船舶经营人的公司所经营,“船舶所有人”即指这种公司。 4.“船舶登记国”就登记的船舶而言，是指对船舶进行登记的国家；就未登记的船舶而言，是指其船旗国。 5.“油类”是指任何持久性油类，例如原油、燃料油、重柴油、润滑油以及鲸油，不论是作为货物装运于船上，或作为这类船舶的燃料。
6.“油污损害”是指由于船舶逸出或排放油类（不论这种逸出或排放发生在何处）后，在运油船舶本身以外因污染而产生的灭失损害，并包括预防措施的费用以及由于采取预防措施而造成的进一步灭失或损害。 7.“预防揩施”是指事件发生后为防止或减轻污染损害由任何人所采取的任何合理措施。 8.“事件”是指造成污染损害的任何事故，或由于同一原因所引起的一系列事故。 9.“海协”是指政府间海事协商组织。 第二条 本公约仅适用于在缔约国领土和领海上发生的污染损害和为防止或减轻这种损害而采取的预防措施。
1982年联合国海洋法公约(附英文) 【标题】１９８２年联合国海洋法公约(附英文) 【分类】国际海事 【时效性】有效 【颁布时间】1982.12.10 【实施时间】1982.12.10 【发布部门】蒙特哥湾 目录 第Ⅰ部分用语和范围 第Ⅱ部分领海和毗连区 第１节一般规定 第２节领海的界限 第３节领海的无害通过 第４节毗连区 第Ⅲ部分用于国际航行的海峡 第１节一般规定 第２节过境通行 第３节无害通过 第Ⅳ部分群岛国 第Ⅴ部分专属经济区 第Ⅵ部分大陆架 第Ⅶ部分公海 第１节一般规定 第２节公海生物资源的养护和管理 第Ⅷ部分岛屿制度 第Ⅸ部分闭海或半闭海 第Ⅹ部分内陆国出入海洋的权利和过境自由 第Ⅺ部分“区域” 第１节一般规定
第２节支配“区域”的原则 第３节“区域”内资源的开发 第４节管理局 第５节争端的解决和咨询意见 第Ⅻ部分海洋环境的保护和保全 第１节一般规定 第２节全球性和区域性合作 第３节技术援助 第４节监测和环境评价 第５节防止、减少和控制海洋环境污染的国际规则和国内立法第６节执行 第７节保障办法 第８节冰封区域 第９节责任 第１０节主权豁免 第１１节关于保护和保全海洋环境的其他公约所规定的义务第ＸＩＩＩ部分海洋科学研究 第１节一般规定 第２节国际合作 第３节海洋科学研究的进行和促进 第４节海洋环境中科学研究设施或装备 第５节责任 第６节争端的解决和临时措施 第ＸＩＶ部分海洋技术的发展和转让 第１节一般规定 第２节国际合作 第３节国家和区域性海洋科学和技术中心 第４节国际组织间的合作 第ＸＶ部分争端的解决
第１节一般规定 第２节导致有拘束力裁判的强制程序 第３节适用第２节的限制和例外 第ＸＶＩ部分一般规定 第ＸＶＩＩ部分最后条款 附件Ⅰ高度回游鱼类（略） 附件Ⅱ大陆架界限委员会 附件Ⅲ探矿、勘探和开发的基本条件 附件Ⅳ企业部章程 附件Ⅴ调解 第１节按照第ＸＶ部分第１节的调解程序 第２节按照第ＸＶ部分第３节提交的强制调解程序 附件Ⅵ国际海洋法法庭规约 第１节法庭的组织 第２节权限 第３节程序 第４节海底争端分庭 第５节修正案 附件Ⅶ仲裁 附件Ⅷ特别仲裁 附件Ⅸ国际组织的参加 【名称】１９８２年联合国海洋法公约 【题注】简介：本公约于１９８２年１２月１０日在牙买加的蒙特哥湾召开的第三次联合国海洋法会议最后会议上通过，尚未生效。本公约将自第六十份批准书或加入书交存之日起十二个月后生效。 全文 本公约缔约各国， 本着以互相谅解和合作的精神解决与海洋法有关的一切问题的愿望，并且认识到本公约对于维护和平、正义和全世界人民的进步作出重要贡献的历史意义，
二、联合国海洋法公约中的各种航行制度 1982年《联合国海洋法公约》规定了五种航行制度，分别是无害通过制度、过境通行制度、航行和飞越自由制度、群岛海道通过制度、公海航行自由制度。 （一）无害通过制度 《海洋法公约》第二部分第三节第17条规定，“在本公约的限制下，所有国家，不论为沿海国或内陆国，其船舶均享有无害通过领海的权利。”这里的“无害”是指，船舶在通过领海时，不损害沿海国的和平、良好秩序和安全。其中，《海洋法公约》规定不属于无害通过的行为包括，（ａ）对沿海国的主权、领土完整或政治独立进行任何武力威胁或使用武力，或以任何其他违反《联合国宪章》所体现的国际法原则的方式进行武力威胁或使用武力；（ｂ）以任何种类的武器进行任何操练或演习；（ｃ）任何目的在于搜集情报使沿海国的防务或安全受损害的行为；（ｄ）任何目的在于影响沿海国防务或安全的宣传行为；（ｅ）在船上起落或接载任何飞机；（ｆ）在船上发射、降落或接载任何军事装置；（ｇ）违反沿海国海关、财政、移民或卫生的法律和规章，上下任何商品、货币或人员；（ｈ）违反本公约规定的任何故意和严重的污染行为；（ｉ）任何捕鱼活动；（ｊ）进行研究或测量活动；（ｋ）任何目的在于干扰沿海国任何通讯系统或任何其他设施或设备的行为；（ｌ）与通过没有直接关系的任何其他活动。 无害通行制度，如上所述，除了对通过船只作出权利和义务的规定和限制时，同样对于沿海国来说，也存在相应的权利和义务。 权利方面，《海洋法公约》规定，沿海国享有保护权和征费权，第25条规定，“１．沿海国可在其领海内采取必要的步骤以防止非无害的通过；２．在船舶驶往内水或停靠内水外的港口设备的情形下，沿海国也有权采取必要的步骤，以防止对准许这种船舶驶往内水或停靠港口的条件的任何破坏；３．如为保护国家安全包括武器演习在内而有必要，沿海国可在对外国船舶之间在形式上或事实上不加岐视的条件下，在其领海的特定区域内暂时停止外国船舶的无害通过。这种停止仅应在正式公布后发生效力。”第26条规定，“对通过领海的外国船舶，仅可作为对该船舶提供特定服务的报酬而征收费用。征收上述费用不应有任何岐视。” 义务方面，《海洋法公约》第24条规定，“１．除按照本公约规定外，沿海国不应妨碍外国船舶无害通过领海。尤其在适用本公约或依本公约制定的任何法律或规章时，沿海国不应：（ａ）对外国船舶强加要求，其实际后果等于否定或损害无害通过的权利；（ｂ）对任何国家的船舶、或对载运货物来往任何国家的船舶或对替任何国家载运货物的船舶，有形式上