Common Position (EC) No 19/2008 of 6 June 2008 adopted by the Council, acting in accordance with the procedure referred to in Article 251 of the Treaty establishing the European Community, with a view to the adoption of a Regulation of the European Parliament and of the Council on the liability of carriers of passengers by sea in the event of accidents (Text with EEA relevance)
Date: 2008-06-06
Institutions: Council of the European Union
Subjects: carriage of passengers, carrier, indemnification, liability, maritime safety, maritime transport, transport accident

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COMMON POSITION (EC) No 19/2008

adopted by the Council on 6 June 2008

with a view to adopting Regulation (EC) No …/2008 of the European Parliament and of the Council
of … on the liability of carriers of passengers by sea in the event of accidents

(Text with EEA relevance)

(2008/C 190 E/02)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EURO-
PEAN UNION,

Having regard to the Treaty establishing the European Com-
munity, and in particular Article 80(2) thereof,

for the Implementation of the Athens Convention (here-
inafter referred to as ‘the IMO Guidelines’) to address
some issues within the Athens Convention, in particular,
compensation for terrorism-related damage and, as such,
the IMO Guidelines may be considered as lex specialis.

Having regard to the proposal from the Commission,

Having regard to the opinion of the European Economic and
Social Committee (1),

Having regard to the opinion of
Regions (2),

the Committee of

the

Acting in accordance with the procedure
Article 251 of the Treaty (3),

laid down in

Whereas:

(1) Within the framework of the common transport policy,
further measures need to be adopted in order to enhance
safety in maritime transport. These measures include
liability rules for damage caused to passengers, since it is
important to ensure a proper level of compensation for
passengers involved in maritime accidents.

(2)

(3)

(4)

The Protocol of 2002 to the Athens Convention relating
to the Carriage of Passengers and their Luggage by Sea,
1974 was adopted on 1 November 2002 under the
auspices of
the International Maritime Organization
(IMO). The Community and its Member States are in the
process of deciding whether to accede to or ratify that
Protocol.

The Athens Convention relating to the Carriage of
Passengers and their Luggage by Sea 1974, as amended
by its Protocol of 2002 (hereinafter referred to as ‘the
Athens Convention’), applies to international transport
only. The distinction between national and international
transport has been eliminated within the internal market
for maritime transport services and it is therefore appro-
priate to have the same level and nature of liability in
both international and national
transport within the
Community.

Legal Committee of

IMO adopted on
The
19 October 2006 the IMO Reservation and Guidelines

the

(1) OJ C 318, 23.12.2006, p. 195.
(2) OJ C 229, 22.9.2006, p. 38.
(3) Opinion of the European Parliament of 25 April 2007 (not yet
published in the Official Journal), Council Common Position of 6 June
2008 and Position of the European Parliament of … (not yet published
in the Official Journal). Council Decision of … (not yet published in the
Official Journal)

(5)

(6)

(7)

(8)

(9)

(10)

This Regulation incorporates and makes binding parts of
the IMO Guidelines. To that end, in the provisions of the
IMO Guidelines, in particular, the verb ‘should’ should be
understood as ‘shall’.

The provisions of the Athens Convention (Annex I) and
of the IMO Guidelines (Annex II) should be understood,
mutatis mutandis, in the context of Community legislation.

The matters covered by Articles 17 and 17bis of the
Athens Convention fall within the exclusive competence
of the European Community insofar as those Articles
affect the rules established by Council Regulation (EC)
No 44/2001 of 22 December 2000 on jurisdiction and
the recognition and enforcement of judgments in civil
and commercial matters (4). To that extent, these two
provisions will form part of the Community legal order
when the European Community accedes to the Athens
Convention.

For the purpose of this Regulation the expression ‘or is
registered in a Member State’ should be interpreted in the
sense that the flag state under the concept of bareboat
charter-out registration is to be either a Member State or
a contracting party to the Athens Convention. Necessary
steps should be undertaken by the Member States and
the Commission to invite the IMO to develop guidelines
on the concept of bareboat charter-out registration.

For the purpose of this Regulation the expression ‘mobi-
lity equipment’ should be considered neither as luggage
nor vehicles in the sense of Article 8 of the Athens
Convention.

The measures necessary for the implementation of this
adopted in accordance with
Regulation should be
Council Decision 1999/468/EC of 28 June 1999 laying
down the procedures for the exercise of implementing
powers conferred on the Commission (5).

(4) OJ L 12,16.1.2001, p. 1. Regulation as last amended by Regulation (EC)

No 1791/2006 (OJ L 363, 20.12.2006, p. 1).

(5) OJ L 184, 17.7.1999, p. 23. Decision as amended by Decision 2006/

512/EC (OJ L 200, 22.7.2006, p. 11).

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(11)

(12)

(13)

(14)

In particular, the Commission should be empowered to
amend this Regulation in order to incorporate subse-
quent amendments
to the international conventions,
protocols, codes and resolutions related thereto. Since
those measures are of general scope and are designed to
amend non-essential elements of this Regulation, inter alia
by supplementing it with new non-essential elements,
they must be adopted in accordance with the regulatory
procedure with scrutiny provided for in Article 5a of
Decision 1999/468/EC.

The European Maritime Safety Agency, established by
Regulation (EC) No 1406/2002 of the European Parlia-
ment and of the Council of 27 June 2002 (1), should
assist
the Commission in preparing and drafting a
progress report on the functioning of the new rules.

In order to fulfil their obligations under this Regulation,
Member States may consider ratifying the International
Convention on Limitation of Liability for Maritime
Claims, 1976, as amended by the Protocol of 1996, and
make use of the option provided for in Article 15(3bis)
of that Convention to regulate, by specific provisions of
this Regulation, the system of limitation of liability to be
applied to passengers.

Since the objective of this Regulation, namely to create a
single set of rules governing the rights of carriers by sea
and their passengers in the event of an accident, cannot
be sufficiently achieved by the Member States and can
therefore, by reason of the need to ensure identical limits
of liability in the event of accidents in all Member States,
be better achieved at Community level, the Community
may adopt measures, in accordance with the principle of
subsidiarity as set out
In
accordance with the principle of proportionality, as set
out in that Article, this Regulation does not go beyond
what is necessary in order to achieve that objective,

in Article 5 of

the Treaty.

HAVE ADOPTED THIS REGULATION:

Article 1

Subject-matter

(b) IMO Reservation and Guidelines for Implementation of the
Athens Convention adopted by the Legal Committee of the
IMO on 19 October 2006 (hereinafter referred to as ‘the
IMO Guidelines’) as set out in Annex II.

Furthermore, this Regulation extends the application of those
provisions to carriage of passengers by sea within a single
Member State on board ships covered by Class A in accordance
with Article 4 of Council Directive 98/18/EC of 17 March 1998
on safety rules and standards for passenger ships (2) and lays
down certain supplementary requirements.

Article 2

Scope

This Regulation shall apply to any international carriage within
the meaning of Article 1(9) of the Athens Convention and to
carriage by sea within a single Member State on board ships
covered by Class A in accordance with Article 4 of Directive 98/
18/EC, if:

(a) the ship is flying the flag of or is registered in a Member

State; or

(b) the contract of carriage has been made in a Member State;

or

(c) the place of departure or destination, according to the

contract of carriage, is in a Member State.

Member States may apply this Regulation to all domestic sea
going voyages.

Article 3

Liability and insurance

1.
The liability regime in respect of passengers, their luggage
and their vehicles and the rules on insurance or other financial
security shall be governed by this Regulation and by Articles 1
and 1bis, Article 2(2), Articles 3 to16 and 18, 20 and 21 of the
Athens Convention set out in Annex I and the provisions of the
IMO Guidelines set out in Annex II.

The IMO Guidelines as set out

2.
binding.

in Annex II shall be

Article 4

This Regulation lays down the Community regime relating to
liability and insurance for the carriage of passengers by sea as
set out in the relevant provisions of:

(a) the Athens Convention Relating to the Carriage of Passen-
gers and their Luggage by Sea, 1974, as amended by the
Protocol of 2002 (hereinafter referred to as ‘the Athens
Convention’) as set out in Annex I, and

Compensation in respect of mobility equipment or other
specific equipment

In the event of loss of, or damage to, mobility equipment or
other specific equipment used by a passenger with reduced
mobility, the carrier's liability shall be governed by Article 3(3)
of the Athens Convention. The compensation shall correspond
to the replacement value of the equipment concerned or, where
applicable, the costs relating to repairs.

(1) OJ L 208, 5.8.2002, p. 1. Regulation as last amended by Regulation

(2) OJ L 144, 15.5.1998, p. 1. Directive as last amended by Commission

(EC) No 1891/2006 (OJ L 394, 30. 12.2006, p. 1).

Directive 2003/75/EC (OJ L 190, 30.7.2003, p. 6).

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Article 5

Global limitation of liability

departure. To the extent that the information obligation under
this Article has been fulfilled either by the carrier or
the
performing carrier, the other shall not be obliged to report. That
information shall be provided in the most appropriate format.

This Regulation shall not modify the rights or duties of the
legislation
carrier, or the performing carrier, under national
implementing the International Convention on Limitation of
Liability for Maritime Claims, 1976, as amended by the Protocol
of 1996, including any future amendment to that Convention.

life or personal

In respect of claims for loss of
injury to a
passenger caused by any of the risks referred to in paragraph 2.2
of the IMO Guidelines the carrier and the performing carrier
may limit their liability pursuant to the provisions referred to in
the first paragraph provided that the limit of liability calculated
according to those provisions shall not exceed, on each distinct
occasion, 340 million SDR (Special Drawing Rights) per inci-
dent, or 250 000 SDR per passenger, whichever is the lower
amount.

In order to comply with this information requirement,
the
carrier and performing carrier may use a summary of the provi-
sions of this Regulation prepared by the Commission and made
public.

Article 8

Report

No later than three years after the date of application of this
Regulation, the Commission shall draw up a report on the
application of this Regulation, which shall, inter alia, take into
account economic developments and developments in interna-
tional forums.

Article 6

Advance payment

Article 9

Procedure

Where the death of, or personal injury to, a passenger has been
caused by a shipping incident within the territory of a Member
State, or has occurred on board a ship that was flying the flag
of a Member State or is registered in a Member State, if applic-
able, the carrier who actually performed the carriage when the
shipping incident occurred shall make an advance payment
sufficient
immediate economic needs on a basis
proportional to the damage suffered, within 15 days from the
identification of the person entitled to damages. In the event of
death this payment shall not be less than EUR 21 000.

to cover

This provision shall also apply if the carrier is established within
the Community.

An advance payment shall not constitute recognition of liability
and may be offset against any subsequent sums paid on the
basis of this Regulation but is not returnable, except in the cases
prescribed in Article 3(1) or Article 6 of the Athens Convention
or Appendix A of the IMO Guidelines or where the person who
received the advance payment was not the person entitled to
damages.

Article 7

Information to passengers

The carrier and/or performing carrier shall ensure that passen-
gers are provided with appropriate and comprehensible informa-
tion regarding their rights under this Regulation at the latest on

The measures designed to amend non-essential elements of this
Regulation relating to the incorporation of amendments to the
limits set out in Article 3(1), Article 4bis(1), Article 7(1) and
Article 8 of the Athens Convention to take account of decisions
taken pursuant to Article 23 of the Athens Convention and
corresponding updates of Annex I shall be adopted in accord-
ance with the regulatory procedure with scrutiny referred to in
Article 10(2).

The measures designed to amend non-essential elements of this
Regulation relating to the incorporation of amendments to the
provisions of the IMO Guidelines set out in Annex II shall be
adopted in accordance with the regulatory procedure with scru-
tiny referred to in Article 10(2).

Article 10

Committee procedure

1.
The Commission shall be assisted by the Committee on
Safe Seas and the Prevention of Pollution from Ships (COSS),
established by Regulation (EC) No 2099/2002 of the European
Parliament and of the Council of 5 November 2002 (1).

2. Where reference is made to this paragraph, Article 5a(1)
to (4) and Article 7 of Decision 1999/468/EC shall apply,
having regard to the provisions of Article 8 thereof.

(1) OJ L 324, 29.11.2002, p. 1. Regulation as last amended by Commis-

sion Regulation (EC) No 93/2007 (OJ L 22, 31.1.2007, p. 12).

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Article 11

Transitional provision

Article 12

Entry into force

In respect of carriage by sea within a single Member State on
board ships covered by Class A in accordance with Article 4 of
Directive 98/18/EC, Member States may choose to defer applica-
tion of this Regulation until four years after the date of its appli-
cation.

This Regulation shall enter into force on the day following its
publication in the Official Journal of the European Union.

It shall apply from the date of the entry into force of the Athens
Convention for the Community.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at …,

For the European Parliament

The President

…

For the Council

The President

…

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ANNEX I

Provisions of the Athens Convention relating to the carriage of passengers and their luggage by sea relevant for
the application of this Regulation

(Consolidated text of the Athens Convention relating to the Carriage of Passengers and their Luggage by Sea, 1974 and
the Protocol of 2002 to the Convention)

Article 1

Definitions

In this Convention the following expressions have the meaning hereby assigned to them:

1)

(a) ‘carrier’ means a person by or on behalf of whom a contract of carriage has been concluded, whether the carriage

is actually performed by that person or by a performing carrier;

(b) ‘performing carrier’ means a person other than the carrier, being the owner, charterer or operator of a ship, who

actually performs the whole or a part of the carriage; and

(c) ‘carrier who actually performs the whole or a part of the carriage’ means the performing carrier, or, in so far as

the carrier actually performs the carriage, the carrier;

2) ‘contract of carriage’ means a contract made by or on behalf of a carrier for the carriage by sea of a passenger or of a

passenger and his luggage, as the case may be;

3) ‘ship’ means only a seagoing vessel, excluding an air-cushion vehicle;

4) ‘passenger’ means any person carried in a ship:

(a) under a contract of carriage; or

(b) who, with the consent of the carrier, is accompanying a vehicle or live animals which are covered by a contract

for the carriage of goods not governed by this Convention;

5) ‘luggage’ means any article or vehicle carried by the carrier under a contract of carriage, excluding:

(a) articles and vehicles carried under a charter party, bill of lading or other contract primarily concerned with the

carriage of goods; and

(b) live animals;

6) ‘cabin luggage’ means luggage which the passenger has in his cabin or is otherwise in his possession, custody or
control. Except for the application of paragraph 8 of this Article and Article 8, cabin luggage includes luggage which
the passenger has in or on his vehicle;

7) ‘loss of or damage to luggage’ includes pecuniary loss resulting from the luggage not having been re-delivered to the
passenger within a reasonable time after the arrival of the ship on which the luggage has been or should have been
carried, but does not include delays resulting from labour disputes;

8) ‘carriage’ covers the following periods:

(a) with regard to the passenger and his cabin luggage, the period during which the passenger and/or his cabin
luggage are on board the ship or in the course of embarkation or disembarkation, and the period during which
the passenger and his cabin luggage are transported by water from land to the ship or vice-versa, if the cost of
such transport is included in the fare or if the vessel used for this purpose of auxiliary transport has been put at
the disposal of the passenger by the carrier. However, with regard to the passenger, carriage does not include the
period during which he is in a marine terminal or station or on a quay or in or on any other port installation;

(b) with regard to cabin luggage, also the period during which the passenger is in a marine terminal or station or on
a quay or in or on any other port installation if that luggage has been taken over by the carrier or his servant or
agent and has not been re-delivered to the passenger;

(c) with regard to other luggage which is not cabin luggage, the period from the time of its taking over by the
carrier or his servant or agent on shore or on board until the time of its re-delivery by the carrier or his servant
or agent;

9) ‘international carriage’ means any carriage in which, according to the contract of carriage, the place of departure and
the place of destination are situated in two different States, or in a single State if, according to the contract of carriage
or the scheduled itinerary, there is an intermediate port of call in another State;

10) ‘Organization’ means the International Maritime Organization;

11) ‘Secretary-General’ means the Secretary-General of the Organization.

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Article 1bis

Annex

The Annex to this Convention shall constitute an integral part of the Convention.

Article 2

Application

1.

[…] (*)

2.
Notwithstanding paragraph 1 of this Article, this Convention shall not apply when the carriage is subject, under any
other international convention concerning the carriage of passengers or luggage by another mode of transport, to a civil
liability regime under the provisions of such convention, in so far as those provisions have mandatory application to
carriage by sea.

Article 3

Liability of the carrier

1.
For the loss suffered as a result of the death of or personal injury to a passenger caused by a shipping incident, the
carrier shall be liable to the extent that such loss in respect of that passenger on each distinct occasion does not exceed
250 000 units of account, unless the carrier proves that the incident:

(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 the intent to cause the incident by a third party.

If and to the extent that the loss exceeds the above limit, the carrier shall be further liable unless the carrier proves that
the incident which caused the loss occurred without the fault or neglect of the carrier.

2.
For the loss suffered as a result of the death of or personal injury to a passenger not caused by a shipping incident,
the carrier shall be liable if the incident which caused the loss was due to the fault or neglect of the carrier. The burden of
proving fault or neglect shall lie with the claimant.

3.
For the loss suffered as a result of the loss of or damage to cabin luggage, the carrier shall be liable if the incident
which caused the loss was due to the fault or neglect of the carrier. The fault or neglect of the carrier shall be presumed
for loss caused by a shipping incident.

For the loss suffered as a result of the loss of or damage to luggage other than cabin luggage, the carrier shall be
4.
liable unless the carrier proves that the incident which caused the loss occurred without the fault or neglect of the carrier.

5.

For the purposes of this Article:

(a) ‘shipping incident’ means shipwreck, capsizing, collision or stranding of the ship, explosion or fire in the ship, or

defect in the ship;

(b) ‘fault or neglect of the carrier’ includes the fault or neglect of the servants of the carrier, acting within the scope of

their employment;

(c) ‘defect in the ship’ means any malfunction, failure or non-compliance with applicable safety regulations in respect of
any part of the ship or its equipment when used for the escape, evacuation, embarkation and disembarkation of
passengers, or when used for the propulsion, steering, safe navigation, mooring, anchoring, arriving at or leaving
berth or anchorage, or damage control after flooding; or when used for the launching of life saving appliances; and

(d) ‘loss’ shall not include punitive or exemplary damages.

6.
The liability of the carrier under this Article only relates to loss arising from incidents that occurred in the course of
the carriage. The burden of proving that the incident which caused the loss occurred in the course of the carriage, and the
extent of the loss, shall lie with the claimant.

7.
Nothing in this Convention shall prejudice any right of recourse of the carrier against any third party, or the defence
of contributory negligence under Article 6 of this Convention. Nothing in this Article shall prejudice any right of limita-
tion under Articles 7 or 8 of this Convention.

Presumptions of fault or neglect of a party or the allocation of the burden of proof to a party shall not prevent

8.
evidence in favour of that party from being considered.

(*) Not reproduced.

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Article 4

Performing carrier

1.
If the performance of the carriage or part thereof has been entrusted to a performing carrier, the carrier shall never-
theless remain liable for the entire carriage according to the provisions of this Convention. In addition, the performing
carrier shall be subject and entitled to the provisions of this Convention for the part of the carriage performed by him.

The carrier shall, in relation to the carriage performed by the performing carrier, be liable for the acts and omissions

2.
of the performing carrier and of his servants and agents acting within the scope of their employment.

Any special agreement under which the carrier assumes obligations not imposed by this Convention or any waiver

3.
of rights conferred by this Convention shall affect the performing carrier only if agreed by him expressly and in writing.

4. Where and to the extent that both the carrier and the performing carrier are liable, their liability shall be joint and
several.

5.

Nothing in this Article shall prejudice any right of recourse as between the carrier and the performing carrier.

Article 4bis

Compulsory insurance

1. When passengers are carried on board a ship registered in a State Party that is licensed to carry more than twelve
passengers, and this Convention applies, any carrier who actually performs the whole or a part of the carriage shall main-
tain insurance or other financial security, such as the guarantee of a bank or similar financial institution, to cover liability
under this Convention in respect of the death of and personal injury to passengers. The limit of the compulsory insurance
or other financial security shall not be less than 250 000 units of account per passenger on each distinct occasion.

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 State Party has determined that the require-
ments of paragraph 1 have been complied with. With respect to a ship registered in a State Party, 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
State Party it may be issued or certified by the appropriate authority of any State Party. This certificate shall be in the
form of the model set out in the annex to this Convention and shall contain the following particulars:

(a) name of ship, distinctive number or letters and port of registry;

(b) name and principal place of business of the carrier who actually performs the whole or a part of the carriage;

(c) IMO ship identification number;

(d) type and duration of security;

(e) name and principal place of business of insurer or other person providing financial security and, where appropriate,

place of business where the insurance or other financial security is established; and

(f) period of validity of the certificate, which shall not be longer than the period of validity of the insurance or other

financial security.

3.

(a) A State Party may authorise an institution or an organization recognised by it to issue the certificate. Such institu-
tion or organization shall inform that State of the issue of each certificate. In all cases, the State Party shall fully
guarantee the completeness and accuracy of the certificate so issued, and shall undertake to ensure the necessary
arrangements to satisfy this obligation.

(b) A State Party shall notify the Secretary-General of:

(i) the specific responsibilities and conditions of the authority delegated to an institution or organization recog-

nised by it;

(ii) the withdrawal of such authority; and

(iii) the date from which such authority or withdrawal of such authority takes effect.

An authority delegated shall not take effect prior to three months from the date on which notification to that
effect was given to the Secretary-General.

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(c) The institution or organization authorised to issue certificates in accordance with this paragraph shall, as a
minimum, be authorised to withdraw these certificates if the conditions under which they have been issued are not
complied with. In all cases the institution or organisation shall report such withdrawal to the State on whose
behalf the certificate was issued.

4.
The certificate shall be in the official language or languages of the issuing State. If the language used is not English,
French or Spanish, the text shall include a translation into one of these languages, and, where the State so decides, the offi-
cial language of the State may be omitted.

5.
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 State Party, with the authority of the State issuing or certi-
fying the certificate.

6.
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, before three months
have elapsed from the date on which notice of its termination is given to the authorities referred to in paragraph 5, 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 other financial security no
longer satisfying the requirements of this Article.

The State of the ship's registry shall, subject to the provisions of this Article, determine the conditions of issue and

7.
validity of the certificate.

Nothing in this Convention shall be construed as preventing a State Party from relying on information obtained
8.
from other States or the Organization or other international organizations relating to the financial standing of providers
of insurance or other financial security for the purposes of this Convention. In such cases, the State Party relying on such
information is not relieved of its responsibility as a State issuing the certificate.

9.
Certificates issued or certified under the authority of a State Party shall be accepted by other States Parties for the
purposes of this Convention and shall be regarded by other States Parties 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 State Party. A State Party may at any
time request consultation with the issuing or certifying State should it believe that the insurer or guarantor named in the
insurance certificate is not financially capable of meeting the obligations imposed by this Convention.

10.
Any claim for compensation covered by insurance or other financial security pursuant to this Article may be
brought directly against the insurer or other person providing financial security. In such case, the amount set out in para-
graph 1 applies as the limit of liability of the insurer or other person providing financial security, even if the carrier or
the performing carrier is not entitled to limitation of liability. The defendant may further invoke the defences (other than
the bankruptcy or winding up) which the carrier referred to in paragraph 1 would have been entitled to invoke in accord-
ance with this Convention. Furthermore, the defendant may invoke the defence that the damage resulted from the wilful
misconduct of the assured, but the defendant shall not invoke any other defence which the defendant might have been
entitled to invoke in proceedings brought by the assured against the defendant. The defendant shall in any event have the
right to require the carrier and the performing carrier to be joined in the proceedings.

11.
Any sums provided by insurance or by other financial security maintained in accordance with paragraph 1 shall be
available exclusively for the satisfaction of claims under this Convention, and any payments made of such sums shall
discharge any liability arising under this Convention to the extent of the amounts paid.

A State Party shall not permit a ship under its flag to which this Article applies to operate at any time unless a

12.
certificate has been issued under paragraphs 2 or 15.

13.
Subject to the provisions of this Article, each State Party shall ensure, under its national law, that insurance or
other financial security, to the extent specified in paragraph 1, is in force in respect of any ship that is licensed to carry
more than twelve passengers, wherever registered, entering or leaving a port in its territory in so far as this Convention
applies.

14.
Notwithstanding the provisions of paragraph 5, a State Party may notify the Secretary-General that, for the
purposes of paragraph 13, ships are not required to carry on board or to produce the certificate required by paragraph 2
when entering or leaving ports in its territory, provided that the State Party which issues the certificate has notified the
Secretary-General that it maintains records in an electronic format, accessible to all States Parties, attesting the existence of
the certificate and enabling States Parties to discharge their obligations under paragraph 13.

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15.
If insurance or other financial security is not maintained in respect of a ship owned by a State Party, 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 liability
is covered within the amount prescribed in accordance with paragraph 1. Such a certificate shall follow as closely as
possible the model prescribed by paragraph 2.

Article 5

Valuables

The carrier shall not be liable for the loss of or damage to monies, negotiable securities, gold, silverware, jewellery, orna-
ments, works of art, or other valuables, except where such valuables have been deposited with the carrier for the agreed
purpose of safe-keeping in which case the carrier shall be liable up to the limit provided for in paragraph 3 of Article 8
unless a higher limit is agreed upon in accordance with paragraph 1 of Article 10.

Article 6

Contributory fault

If the carrier proves that the death of or personal injury to a passenger or the loss of or damage to his luggage was
caused or contributed to by the fault or neglect of the passenger, the Court seized of the case may exonerate the carrier
wholly or partly from his liability in accordance with the provisions of the law of that court.

Article 7

Limit of liability for death and personal injury

1.
The liability of the carrier for the death of or personal injury to a passenger under Article 3 shall in no case exceed
400 000 units of account per passenger on each distinct occasion. Where, in accordance with the law of the court seized
of the case, damages are awarded in the form of periodical income payments, the equivalent capital value of those
payments shall not exceed the said limit.

2.
A State Party may regulate by specific provisions of national law the limit of liability prescribed in paragraph 1,
provided that the national limit of liability, if any, is not lower than that prescribed in paragraph 1. A State Party, which
makes use of the option provided for in this paragraph, shall inform the Secretary-General of the limit of liability adopted
or of the fact that there is none.

Article 8

Limit of liability for loss of or damage to luggage and vehicles

The liability of the carrier for the loss of or damage to cabin luggage shall in no case exceed 2 250 units of account

1.
per passenger, per carriage.

The liability of the carrier for the loss of or damage to vehicles including all luggage carried in or on the vehicle

2.
shall in no case exceed 12 700 units of account per vehicle, per carriage.

The liability of the carrier for the loss of or damage to luggage other than that mentioned in paragraphs 1 and 2

3.
shall in no case exceed 3 375 units of account per passenger, per carriage.

4.
The carrier and the passenger may agree that the liability of the carrier shall be subject to a deductible not exceeding
330 units of account in the case of damage to a vehicle and not exceeding 149 units of account per passenger in the case
of loss of or damage to other luggage, such sum to be deducted from the loss or damage.

Article 9

Unit of Account and conversion

1.
The Unit of Account mentioned in this Convention is the Special Drawing Right as defined by the International
Monetary Fund. The amounts mentioned in Article 3, paragraph 1, Article 4bis, paragraph 1, Article 7, paragraph l, and
Article 8 shall be converted into the national currency of the State of the court seized of the case on the basis of the
value of that currency by reference to the Special Drawing Right on the date of the judgment or the date agreed upon by
the parties. The value of the 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 Interna-
tional Monetary Fund in effect on the date in question for its operations and transactions. The value of the national
currency, in terms of the Special Drawing Right, of a State Party which is not a member of the International Monetary
Fund, shall be calculated in a manner determined by that State Party.

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2.
Nevertheless, a State which is not a member of the International Monetary Fund and whose law does not permit the
application of the provisions of paragraph 1 may, at the time of ratification, acceptance, approval of or accession to this
Convention or at any time thereafter, declare that the Unit of Account referred to in paragraph 1 shall be equal to 15 gold
francs. The gold franc referred to in this paragraph corresponds to sixty-five and a half milligrams of gold of millesimal
fineness nine hundred. The conversion of the gold franc into the national currency shall be made according to the law of
the State concerned.

3.
The calculation mentioned in the last sentence of paragraph 1, and the conversion mentioned in paragraph 2 shall
be made in such a manner as to express in the national currency of the States Parties, as far as possible, the same real
value for the amounts in Article 3, paragraph 1, Article 4bis, paragraph 1, Article 7, paragraph 1, and Article 8 as would
result from the application of the first three sentences of paragraph 1. States shall communicate to the Secretary-General
the manner of calculation pursuant to paragraph 1, or the result of the conversion in paragraph 2, 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.

Article 10

Supplementary provisions on limits of liability

The carrier and the passenger may agree, expressly and in writing, to higher limits of liability than those prescribed

1.
in Articles 7 and 8.

2.

Interest on damages and legal costs shall not be included in the limits of liability prescribed in Articles 7 and 8.

Article 11

Defences and limits for carriers' servants

If an action is brought against a servant or agent of the carrier or of the performing carrier arising out of damage covered
by this Convention, such servant or agent, if he proves that he acted within the scope of his employment, shall be entitled
to avail himself of the defences and limits of liability which the carrier or the performing carrier is entitled to invoke
under this Convention.

Article 12

Aggregation of claims

1. Where the limits of liability prescribed in Articles 7 and 8 take effect, they shall apply to the aggregate of the
amounts recoverable in all claims arising out of the death of or personal injury to any one passenger or the loss of or
damage to his luggage.

In relation to the carriage performed by a performing carrier, the aggregate of the amounts recoverable from the
2.
carrier and the performing 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 carrier or the performing carrier under this
Convention, but none of the persons mentioned shall be liable for a sum in excess of the limit applicable to him.

3.
In any case where a servant or agent of the carrier or of the performing carrier is entitled under Article 11 of this
Convention to avail himself of the limits of liability prescribed in Articles 7 and 8, the aggregate of the amounts recover-
able from the carrier, or the performing carrier as the case may be, and from that servant or agent, shall not exceed those
limits.

Article 13

Loss of right to limit liability

1.
The carrier shall not be entitled to the benefit of the limits of liability prescribed in Articles 7 and 8 and paragraph 1
of Article 10, if it is proved that the damage resulted from an act or omission of the carrier done with the intent to cause
such damage, or recklessly and with knowledge that such damage would probably result.

2.
The servant or agent of the carrier or of the performing carrier shall not be entitled to the benefit of those limits if
it is proved that the damage resulted from an act or omission of that servant or agent done with the intent to cause such
damage, or recklessly and with knowledge that such damage would probably result.

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Article 14

Basis for claims

No action for damages for the death of or personal injury to a passenger, or for the loss of or damage to luggage, shall be
brought against a carrier or performing carrier otherwise than in accordance with this Convention.

Article 15

Notice of loss or damage to luggage

1.

The passenger shall give written notice to the carrier or his agent:

(a) in the case of apparent damage to luggage:

(i) for cabin luggage, before or at the time of disembarkation of the passenger;

(ii) for all other luggage, before or at the time of its re-delivery;

(b) in the case of damage to luggage which is not apparent, or loss of luggage, within fifteen days from the date of disem-

barkation or re-delivery or from the time when such re-delivery should have taken place.

If the passenger fails to comply with this Article, he shall be presumed, unless the contrary is proved, to have

2.
received the luggage undamaged.

The notice in writing need not be given if the condition of the luggage has at the time of its receipt been the subject

3.
of joint survey or inspection.

Article 16

Time-bar for actions

Any action for damages arising out of the death of or personal injury to a passenger or for the loss of or damage to

1.
luggage shall be time-barred after a period of two years.

2.

The limitation period shall be calculated as follows:

(a) in the case of personal injury, from the date of disembarkation of the passenger;

(b) in the case of death occurring during carriage, from the date when the passenger should have disembarked, and in the
case of personal injury occurring during carriage and resulting in the death of the passenger after disembarkation,
from the date of death, provided that this period shall not exceed three years from the date of disembarkation;

(c) in the case of loss of or damage to luggage, from the date of disembarkation or from the date when disembarkation

should have taken place, whichever is later.

3.
The law of the Court seized of the case shall govern the grounds for suspension and interruption of limitation
periods, but in no case shall an action under this Convention be brought after the expiration of any one of the following
periods of time:

(a) a period of five years beginning with the date of disembarkation of the passenger or from the date when disembarka-

tion should have taken place, whichever is later; or, if earlier;

(b) a period of three years beginning with the date when the claimant knew or ought reasonably to have known of the

injury, loss or damage caused by the incident.

4.
Notwithstanding paragraphs 1, 2 and 3 of this Article, the period of limitation may be extended by a declaration of
the carrier or by agreement of the parties after the cause of action has arisen. The declaration or agreement shall be in
writing.

Article 17

Competent jurisdiction (*)

Article 17bis

Recognition and enforcement (*)

(*) Not reproduced.

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Article 18

Invalidity of contractual provisions

Any contractual provision concluded before the occurrence of the incident which has caused the death of or personal
injury to a passenger or the loss of or damage to the passenger's luggage, purporting to relieve any person liable under
this Convention of liability towards the passenger or to prescribe a lower limit of liability than that fixed in this Conven-
tion except as provided in Article 8, paragraph 4, and any such provision purporting to shift the burden of proof which
rests on the carrier or performing carrier, or having the effect of restricting the options specified in Article 17, para-
graphs 1 or 2, shall be null and void, but the nullity of that provision shall not render void the contract of carriage which
shall remain subject to the provisions of this Convention.

Article 20

Nuclear damage

No liability shall arise under this Convention for damage caused by a nuclear incident:

(a) if the operator of a nuclear installation is liable for such damage under either the Paris Convention of 29 July 1960
on Third Party Liability in the Field of Nuclear Energy as amended by its Additional Protocol of 28 January 1964, or
the Vienna Convention of 21 May 1963 on Civil Liability for Nuclear Damage, or any amendment or Protocol thereto
which is in force; or

(b) if the operator of a nuclear installation is liable for such damage by virtue of a national law governing the liability for
such damage, provided that such law is in all respects as favourable to persons who may suffer damage as either the
Paris or the Vienna Conventions or any amendment or Protocol thereto which is in force.

Article 21

Commercial carriage by public authorities

This Convention shall apply to commercial carriage undertaken by States or Public Authorities under contract of carriage
within the meaning of Article 1.

[Articles 22 and 23 of the Protocol of 2002 to the Athens Convention relating to the Carriage of Passengers and their
Luggage by Sea, 1974]

Article 22

Revision and amendment (*)

Article 23

Amendment of limits

1. Without prejudice to the provisions of Article 22, the special procedure in this Article shall apply solely for the
purposes of amending the limits set out in Article 3, paragraph 1, Article 4bis, paragraph 1, Article 7, paragraph 1 and
Article 8 of the Convention as revised by this Protocol.

2.
Upon the request of at least one half, but in no case less than six, of the States Parties to this Protocol, any proposal
to amend the limits, including the deductibles, specified in Article 3, paragraph 1, Article 4bis, paragraph 1, Article 7,
paragraph 1, and Article 8 of the Convention as revised by this Protocol shall be circulated by the Secretary-General to all
Members of the Organization and to all States Parties.

3.
Any amendment proposed and circulated as above shall be submitted to the Legal Committee of the Organization
(hereinafter referred to as ‘the Legal Committee’) for consideration at a date at least six months after the date of its circula-
tion.

All States Parties to the Convention as revised by this Protocol, whether or not Members of the Organization, shall

4.
be entitled to participate in the proceedings of the Legal Committee for the consideration and adoption of amendments.

5.
Amendments shall be adopted by a two-thirds majority of the States Parties to the Convention as revised by this
Protocol present and voting in the Legal Committee expanded as provided for in paragraph 4, on condition that at least
one half of the States Parties to the Convention as revised by this Protocol shall be present at the time of voting.

(*) Not reproduced.

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6. When acting on a proposal to amend the limits, the Legal Committee shall take into account the experience of inci-
dents 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.

7.

(a) No amendment of the limits under this Article may be considered less than five years from the date on which this
Protocol was opened for signature nor less than five years from the date of entry into force of a previous amend-
ment under this Article.

(b) No limit may be increased so as to exceed an amount which corresponds to the limit laid down in the Convention
as revised by this Protocol increased by six per cent per year calculated on a compound basis from the date on
which this Protocol was opened for signature.

(c) No limit may be increased so as to exceed an amount which corresponds to the limit laid down in the Convention

as revised by this Protocol multiplied by three.

8.
Any amendment adopted in accordance with paragraph 5 shall be notified by the Organization to all States Parties.
The amendment shall be deemed to have been accepted at the end of a period of eighteen months after the date of notifi-
cation, unless within that period not less than one fourth of the States that were States Parties at the time of the adoption
of the amendment have communicated to the Secretary-General that they do not accept the amendment, in which case
the amendment is rejected and shall have no effect.

An amendment deemed to have been accepted in accordance with paragraph 8 shall enter into force eighteen

9.
months after its acceptance.

All States Parties shall be bound by the amendment, unless they denounce this Protocol

10.
in accordance with
Article 21, 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.

11. When an amendment has been adopted but the eighteen-month period for its acceptance has not yet expired, a
State which becomes a State Party during that period shall be bound by the amendment if it enters into force. A State
which becomes a State Party after that period shall be bound by an amendment which has been accepted in accordance
with paragraph 8. In the cases referred to in this paragraph, a State becomes bound by an amendment when that amend-
ment enters into force, or when this Protocol enters into force for that State, if later.

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Annex to Athens Convention

Explanatory Notes:

1.

2.

If desired, the designation of the State may include a reference to the competent public authority of the country where
the Certificate is issued.
If the total amount of security has been furnished by more than one source, the amount of each of them should be
indicated.
If security is furnished in several forms, these should be enumerated.

3.
4. The entry ‘Duration of Security’ must stipulate the date on which such security takes effect.
5. The entry ‘Address’ of the insurer(s) and/or guarantor(s) must indicate the principal place of business of the insurer(s)
and/or guarantor(s). If appropriate, the place of business where the insurance or other security is established shall be
indicated.

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ANNEX II

Extract from the Imo Reservation and Guidelines for Implementation of the Athens Convention, adopted by the
Legal Committee of the International Maritime Organization on 19 October 2006

Imo Reservation and Guidelines for Implementation of the Athens Convention

Reservation

1.

The Athens Convention should be ratified with the following reservation or a declaration to the same effect:

‘[1.1.] Reservation in connection with the ratification by the Government of ... of the Athens Convention relating to the

Carriage of Passengers and their Luggage by Sea, 2002 (“the Convention”)

Limitation of liability of carriers, etc.

[1.2.]

The Government of ... reserves the right to and undertakes to limit liability under paragraph 1 or 2 of Article 3
of the Convention, if any, in respect of death of or personal injury to a passenger caused by any of the risks
referred to in paragraph 2.2 of the IMO Guidelines for Implementation of the Athens Convention to the lower of
the following amounts:

— 250 000 units of account in respect of each passenger on each distinct occasion,

or

[1.3.]

[1.4.]

[1.5.]

— 340 million units of account overall per ship on each distinct occasion.

Furthermore, the Government of ... reserves the right to and undertakes to apply the IMO Guidelines for Imple-
mentation of the Athens Convention paragraphs 2.1.1 and 2.2.2 mutatis mutandis, to such liabilities.

The liability of the performing carrier pursuant to Article 4 of the Convention, the liability of the servants and
agents of the carrier or the performing carrier pursuant to Article 11 of the Convention and the limit of the
aggregate of the amounts recoverable pursuant to Article 12 of the Convention shall be limited in the same way.

The reservation and undertaking in paragraph 1.2 will apply regardless of the basis of liability under paragraph 1
or 2 of Article 3 and notwithstanding anything to the contrary in Article 4 or 7 of the Convention; but this reser-
vation and undertaking do not affect the operation of Articles 10 and 13.

Compulsory insurance and limitation of liability of insurers

[1.6.]

The Government of ... reserves the right to and undertakes to limit the requirement under paragraph 1 of
Article 4bis to maintain insurance or other financial security for death or personal injury to a passenger caused
by any of the risks referred to in paragraph 2.2 of the IMO Guidelines for Implementation of the Athens Conven-
tion to the lower of the following amounts:

— 250 000 units of account in respect of each passenger on each distinct occasion,

or

— 340 million units of account overall per ship on each distinct occasion.

[1.7.]

The Government of ... reserves the right to and undertakes to limit the liability of the insurer or other person
providing financial security under paragraph 10 of Article 4bis, for death or personal injury to a passenger caused
by any of the risks referred to in paragraph 2.2 of the IMO Guidelines for Implementation of the Athens Conven-
tion, to a maximum limit of the amount of insurance or other financial security which the carrier is required to
maintain under paragraph 1.6 of this reservation.

[1.8.]

The Government of ... also reserves the right to and undertakes to apply the IMO Guidelines for Implementation
of the Athens Convention including the application of the clauses referred to in paragraphs 2.1 and 2.2 in the
Guidelines in all compulsory insurance under the Convention.

[1.9.]

The Government of … reserves the right to and undertakes to exempt the provider of insurance or other financial
security under paragraph 1 of Article 4bis from any liability for which he has not undertaken to be liable.

Certification

[1.10.] The Government of ... reserves the right to and undertakes to issue insurance certificates under paragraph 2 of

Article 4bis of the Convention so as:

— to reflect the limitations of liability and the requirements for insurance cover referred to in paragraphs 1.2,

1.6, 1.7 and 1.9; and

— to include such other limitations, requirements and exemptions as it finds that the insurance market condi-

tions at the time of the issue of the certificate necessitate.

[1.11.] The Government of ... reserves the right to and undertakes to accept insurance certificates issued by other States

Parties issued pursuant to a similar reservation.

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[1.12.] All such limitations, requirements and exemptions will be clearly reflected in the Certificate issued or certified

under paragraph 2 of Article 4bis of the Convention.

Relationship between this Reservation and the IMO Guidelines for Implementation of the Athens Convention

[1.13.] The rights retained by this reservation will be exercised with due regard to the IMO Guidelines for Implementa-
tion of the Athens Convention, or to any amendments thereto, with an aim to ensure uniformity. If a proposal to
amend the IMO Guidelines for Implementation of the Athens Convention, including the limits, has been approved
by the Legal Committee of the International Maritime Organization, those amendments will apply as from the
time determined by the Committee. This is without prejudice to the rules of international law regarding the right
of a State to withdraw or amend its reservation.’

Guidelines

2.

In the current state of the insurance market, State Parties should issue insurance certificates on the basis of one
undertaking from an insurer covering war risks, and another insurer covering non-war risks. Each insurer should
only be liable for its part. The following rules should apply (the clauses referred to are set out in Appendix A):

2.1.

Both war and non-war insurance may be subject to the following clauses:

2.1.1. Institute Radioactive Contamination, Chemical, Biological, Bio-chemical and Electromagnetic Weapons Exclusion

Clause (Institute clause No 370);

2.1.2. Institute Cyber Attack Exclusion Clause (Institute clause No 380);

2.1.3. The defences and limitations of a provider of compulsory financial security under the Convention as modified by
these guidelines, in particular the limit of 250 000 units of account per passenger on each distinct occasion;

2.1.4. The proviso that the insurance shall only cover liabilities subject to the Convention as modified by these guidelines;

and

2.1.5. The proviso that any amounts settled under the Convention shall serve to reduce the outstanding liability of the
carrier and/or its insurer under Article 4 bis of the Convention even if they are not paid by or claimed from the
respective war or non-war insurers.

2.2. War insurance shall cover liability, if any; for the loss suffered as a result of death or personal injury to passenger

caused by:

— war, civil war, revolution, rebellion, insurrection, or civil strife arising there from, or any hostile act by or

against a belligerent power,

— capture, seizure, arrest, restraint or detainment, and the consequences thereof or any attempt thereat,

— derelict mines, torpedoes, bombs or other derelict weapons of war,

— act of any terrorist or any person acting maliciously or from a political motive and any action taken to prevent

or counter any such risk,

— confiscation and expropriation,

and may be subject to the following exemptions, limitations and requirements:

2.2.1. War Automatic Termination and Exclusion Clause

2.2.2. In the event the claims of individual passengers exceed in the aggregate the sum of 340 million units of account
overall per ship on any distinct occasion, the carrier shall be entitled to invoke limitation of his liability in the
amount of 340 million units of account, always provided that:

— this amount should be distributed amongst claimants in proportion to their established claims,

— the distribution of this amount may be made in one or more portions to claimants known at the time of the

distribution, and

— the distribution of this amount may be made by the insurer, or by the Court or other competent authority
seized by the insurer in any State Party in which legal proceedings are instituted in respect of claims allegedly
covered by the insurance.

2.2.3. 30 days notice clause in cases not covered by 2.2.1.

2.3. Non-war insurance should cover all perils subject to compulsory insurance other than those risks listed in 2.2,

whether or not they are subject to exemptions, limitations or requirements in 2.1 and 2.2.

3.

An example of a set of insurance undertakings (Blue Cards) and an insurance certificate, all reflecting these guide-
lines, are included in Appendix B.

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APPENDIX A

Clauses referred to in Guidelines 2.1.1, 2.1.2 AND 2.2.1

Institute Radioactive Contamination, Chemical, Biological, Bio-chemical and Electromagnetic Exclusion Clause (Cl. 370,
10/11/2003)

This clause shall be paramount and shall override anything contained in this insurance inconsistent therewith

1.

1.1.

1.2.

1.3.

1.4.

In no case shall this insurance cover loss damage liability or expense directly or indirectly caused by or contributed
to by or arising from:

ionising radiations from or contamination by radioactivity from any nuclear fuel or from any nuclear waste or
from the combustion of nuclear fuel;

the radioactive, toxic, explosive or other hazardous or contaminating properties of any nuclear installation, reactor
or other nuclear assembly or nuclear component thereof;

any weapon or device employing atomic or nuclear fission and/or fusion or other like reaction or radioactive
force or matter;

the radioactive, toxic, explosive or other hazardous or contaminating properties of any radioactive matter. The
exclusion in this sub-clause does not extend to radioactive isotopes, other than nuclear fuel, when such isotopes
are being prepared, carried, stored, or used for commercial, agricultural, medical, scientific or other similar
peaceful purposes;

1.5.

any chemical, biological, bio-chemical, or electromagnetic weapon.

Institute Cyber Attack Exclusion Clause (Cl. 380, 10/11/03)

1.

2.

Subject only to clause 10.2 below, in no case shall this insurance cover loss damage liability or expense directly or
indirectly caused by or contributed to by or arising from the use or operation, as a means for inflicting harm, of
any computer, computer system, computer software programme, malicious code, computer virus or process or
any other electronic system.

Where this clause is endorsed on policies covering risks of war, civil war, revolution, rebellion, insurrection, or
civil strife arising therefrom, or any hostile act by or against a belligerent power, or terrorism or any person acting
from a political motive, Clause 10.1 shall not operate to exclude losses (which would otherwise be covered)
arising from the use of any computer, computer system or computer software programme or any other electronic
system in the launch and/or guidance system and/or firing mechanism of any weapon or missile.

War Automatic Termination and Exclusion

1.1.

Automatic Termination of Cover

Whether or not such notice of cancellation has been given cover hereunder shall TERMINATE AUTOMATICALLY

1.1.1. upon the outbreak of war (whether there be a declaration of war or not) between any of the following: United

Kingdom, United States of America, France, the Russian Federation, the People's Republic of China;

1.1.2.

in respect of any vessel, in connection with which cover is granted hereunder, in the event of such vessel being
requisitioned either for title or use.

1.2.

Five Powers War

This insurance excludes

1.2.1.

loss damage liability or expense arising from the outbreak of war (whether there be a declaration of war or not)
between any of the following: United Kingdom, United States of America, France, the Russian Federation, the
People's Republic of China;

1.2.2.

requisition either for title or use.

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Appendix B

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Explanatory Notes:

1.

2.

If desired, the designation of the State may include a reference to the competent public authority of the country where
the certificate is issued.
If the total amount of security has been furnished by more than one source, the amount of each of them should be
indicated.
If security is furnished in several forms, these should be enumerated.

3.
4. The entry ‘Duration of Security’ must stipulate the date on which such security takes effect.
5. The entry ‘Address’ of the insurer(s) and/or guarantor(s) must indicate the principal place of business of the insurer(s)
and/or guarantor(s). If appropriate, the place of business where the insurance or other security is established shall be
indicated.

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STATEMENT OF THE COUNCIL'S REASONS

I. INTRODUCTION

In November 2005, the Commission adopted its proposal (1) for a Regulation of the European Parlia-
ment and of the Council on the liability of carriers of passengers by sea and inland waterway in the
event of accidents. This proposal was transmitted to the Council on 24 February 2006.

The European Parliament adopted its first-reading opinion on 25 April 2007.

The European Economic and Social Committee adopted its opinion on 13 September 2006. (2)

The Committee of the Regions adopted its opinion on 15 June 2006. (3)

In the framework of the codecision procedure (article 251 TEC), the Council reached on 30 November
2007 a political agreement on the draft regulation. Following legal/linguistic revision, the Council
adopted its common position on 6 June 2008.

II. OBJECTIVE

The main objective of the proposed regulation is to incorporate into Community law the Athens
Convention relating to the Carriage of Passengers and their Luggage by Sea of 1974, as amended by its
protocol of 2002 (hereinafter referred to as ‘the Athens Convention’).

In addition, the Commission's proposal includes several adaptations of the Athens Convention and addi-
tional measures such as the extension of the scope of application to domestic traffic as well as to traffic
by inland waterways, the removal of the possibility for Member States under the Athens Convention in
fixing limits of liability higher than those provided for in the Athens Convention. Furthermore, the
proposal includes a provision according to which for damage or loss of mobility equipment/medical
equipment belonging to a passenger with reduced mobility, the compensation shall be equivalent at the
maximum, to the replacement value of the equipment. And similar to the air and rail sectors, the
proposal provides for advance payments in case of death of, or personal injury to a passenger, as well as
pre-journey information to passengers.

III. ANALYSIS OF THE COMMON POSITION

General

The common position on the above proposal, as agreed by the Council, updates the regulation, among
others, by changing the provisions concerning the scope, the relation between the regulation and other
international conventions on global
liability, the advance payments and the transitory
provision of the regulation.

limitation of

The common position incorporates a large number of the European Parliament's first-reading amend-
ments (amendments 1, 2, 3, 5, 9, 10, 11, 16-27, as set out in doc. 8724/07), either verbatim, or in part
or in spirit. These improve or clarify the text of the proposed regulation. However, other amendments
are not reflected in the common position (amendments 4, 6, 7, 8, 12, 13, 14, 15). The Council is, as
the Commission, of the opinion that the review of the tasks of the European Maritime Safety Agency
(EMSA) should not be dealt within this regulation as it is a different subject matter (amendment 4). The
rejection of the other amendments is further explained in the next section.

The common position also includes a number of changes other than those envisaged in the European
Parliament's first-reading opinion as, in a number of cases, provisions from the original Commission
proposal have been supplemented with new elements or entirely redrafted, with some completely new
provisions inserted.

In addition, a number of drafting changes merely seek to clarify the text or to ensure the overall coher-
ence of the regulation.

The following section describes the changes of substance of the common position and the Council's
reaction to European Parliament's amendments.

(1) Doc. 6827/06 — COM(2005) 592 final
(2) OJ C 2006/318, 2.3.12.2006
(3) OJ C 2006/229, 22.9.2006

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Specific

(1) Scope

The Council, agreeing fully with the European Parliament (amendments 16-27) has rejected the
extension of the application of the Athens Convention to international and domestic carriage by
inland waterways as proposed by the Commission in its proposal. The Council follows the same
reasoning as the European Parliament by considering that the Athens Convention is dealing with
carriage by sea and that an extension to carriage on inland waterways may not be appropriate and
sufficiently take account of the specificities of the inland waterways sector.

Furthermore, the Council, contrary to the Commission and the European Parliament, specifies that
as regards the carriage by sea within a single Member State, it is reasonable that the regulation
applies to ships covered by Class A in accordance with Article 4 of Directive 98/18/EC of 17 March
1998 on safety rules and standards for passenger ships.

(2) Incorporation of the Athens Convention and other IMO measures

The Council, as the European Parliament (amendment 6), is of the view that not only the Athens
Convention but also the IMO Reservation and Guidelines for the Implementation of the Athens
Convention (hereinafter referred to as ‘the IMO Guidelines’), adopted by the Legal Committee of the
IMO on 19 October 2006 to address some issues within the Athens Convention, in particular,
compensation for terrorism related damage, should be incorporated in the regulation. For that
reason, the Council, as the European Parliament, added the text of the IMO Guidelines as a new
annex to the regulation.

Nonetheless, it should be noted that the Council considers that the inclusion of the entirety of the
text of the Athens Convention may create legal uncertainties as several provisions of the Convention
are not directly related to the subject matter of the regulation. For that reason, the Council, unlike
the European Parliament, enumerates in article 3 paragraph 1 of the regulation the relevant provi-
sions of the Athens Convention for the application in the framework of that regulation. Further-
more, irrelevant or misleading provisions of the Athens Convention have been removed from the
annex of the regulation for the sake of clarity.

(3) Applicable ceilings

The Council has modified the Commission proposal as regards the non application of Article 7(2) of
the Athens Convention. The latter stipulates that a State Party may adopt higher limits of liability as
those of the Athens Convention. The Council has chosen to apply the provision of the Athens
Convention as it currently stands without introducing a particular Community mechanism in order
to agree on the use of Article 7(2) such as suggested by the Commission in its proposal as well as
the European Parliament in its amendment 7.

(4) Simultaneous application of other international conventions concerning the limitation of liability of shipowners

The Council, considering the fact that several Member States have already ratified the International
Convention on Limitation of Liability for Maritime Claims, 1976, as amended by the Protocol of
1996 (LLMC 1996) can not support the European Parliament as regards the non-application of
Article 19 of the Athens Convention (amendment 8). In the article 5 of the Council's common posi-
tion, the relationship between the Athens Convention and the LLMC 1996 is further clarified in
order to guarantee legal certainty.

(5) Advanced payment

Following closely the European Parliament (amendment 9), the Council supports the idea that in
case of an shipping incident causing death of, or personal injury to, a passenger, an advancement
payment should be paid. In order to assure that that provision may apply in practice, the Council
clarified that the provision applies if the shipping incident occurred within the territory of a Member
Sate, or has occurred on board of a ship that was flying the flag of a Member Sate or is registered in
a Member State. Concerning the shipping incident, the Council is of the opinion that the term ‘ship-
ping incident’ is sufficiently and broadly defined in the Athens Convention. Therefore the addition
of the term ‘shipping accident’ is not necessary.

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Official Journal of the European Union

29.7.2008

The Council fully supports the European Parliament (amendment 10) as regards the clarification that
the advance payment shall not constitute recognition of liability and may be offset against any
subsequent sums paid. The Council, however, further specifies in which cases the advanced payment
might be returnable in accordance with the Athens Convention and the IMO Guidelines.

(6) Information to passenger

The Council supports the European Parliament as regards the characteristics (appropriate and
comprehensible) of the information to be provided to passengers at latest on departure. Similar to
the aviation sector, the Council proposes that a summary might be used to this end. However, the
Council believes that there is no need to refer to the provisions of the Council Directive 90/314/EEC
of 13 June 1990 on package travel, package holidays and package tours (amendment 12) because
that directive already applies and is independent from the proposed regulation.

(7) Delayed application

Similar to the European Parliament (amendments 13, 14 and 15), the Council has introduced a tran-
sitional provision allowing Member States to defer the application of the Regulation until four years
of its application. Yet, the change of the Council to the Commission proposal applies to carriage by
sea within a single Member State onboard ships covered by Class A in accordance with Article 4 of
Directive 98/18/EC and not to domestic carriage by regular ferry lines (in the regions covered by
article 299(2) TEC) as proposed by the European Parliament.

IV. CONCLUSION

The Council believes that the common position represents a realistic approach, taking due account of
the achievability of the proposal and its proposed additional provisions as well as the need for legal
clarity.

The Council looks forward to constructive discussions with the European Parliament with a view to the
early adoption of the Regulation.