集装箱租赁合同操作实务

集装箱租赁合同操作实务集装箱租赁合同是规定租箱人与租箱公司双方权利、义务和费用的协议和合同文本。租箱人在签署合同之前一般要与租箱公司(或其代理人)商定租箱方式，数量,租金,交、还箱期，地点，租、退箱费用,损害修理责任及保险等事宜。租箱合同的主要条款一般有4个方面内容。 交箱条款 交箱条款主主要是制约租租箱公司的条条款，是指租租箱公司应在在合同规定的的时间和地点点将答合合同同条件的集装装箱交给租箱箱人。其内容容主要有： (1)交箱箱期。是指租租箱公司将箱箱子交给租箱箱人的时间。为为了给双方都都提供一些方方便，交箱期期通常规定一一个期限,一一般为7330天。 (2)交箱箱量。为了适适应市场上箱箱，货供求关关系的变化，合合同中对交箱箱量有两种规规定方法，一一种是规定的的交箱数量(或最低交箱箱量)；另一一种是实际交交箱量(可高高于或低于前前者)。 (3)交箱箱时箱子状况况。租箱公司司交给租箱人人的箱子应符符合有关国际际公约与标准准的规定，同同时租和相人人还箱时应保保证箱子保持持和接近原来来的状况。为为了保证这一一点,双方在在提箱时箱子子的状况是通通过双方签署署的设备交接接单来体现的的。在具体操操作中,规定定租箱人雇用用的司机和箱箱子所在堆场场的箱管员,门卫可作为为双方代表签签署设备交接接单。 还箱条款款 租箱合同中中的还箱条款款主要是制约约租箱人的条条款，是指租租箱人应在租租用期满后，按按合同规定的的时间，地点点将状况良好好的箱子还给给租箱公司。其其主要内容为为： (1)还箱箱时间。指规规定的还箱日日期。如超期期还箱，合同同一般通过对对超期天数加加收租金方式式解决；如果果可能提前还还箱，则要求求事先订立提提前终止条款款，定有该条条款时，租箱箱人可提前还还箱；如未订订立此条款，即即使是提前还还箱，租箱人人仍需补交提提前日数的追追加租金。 (2)还箱箱地点。租箱箱人应按合同同规定或租箱箱公司另用书书面形式确认认的具体地点点还箱。在订订立合同时，租租箱人应尽量量使还箱地点点与箱子最终终使用地点一一致或接近，这这样可以减少少空箱运输费费用。 (3)还箱箱时箱子状况况。租箱人在在还箱时应保保证箱子外表表状态良好，即即保证箱子保保持提箱时双双方签订的设设备交接单上上说明的状况况。该条款一一般规定如果果还箱时外表表有损坏，租租箱人应承担担修理责任与与费用。 租箱合同中中一般还规定定还箱期满若若干天(有的的是30天)后，租箱人人仍未还箱，租租箱公司将作作为箱子全损损处理。租箱箱人应按合同同规定的金额额支付赔偿金金，在租箱公公司未收到赔赔偿金前，租租箱人仍需按按实际天数支支付租金。 损害修理责责任条款 租箱人还箱箱时，应按设设备交接单上上记载的状况况还箱，如有有损坏，则应应负责将箱子子修理好后还还箱，或承担担修一时费用用。如租箱时时在合同中订订立损害修理理(Damaage Prrotecttion PPlan,DDPP)条款款并按规定付付费，则租箱箱人对租箱期期内所造成的的损坏在一定定程度上不负负修理责任，可可将未修理的的箱子退还租租箱公司。不不论箱子在租租箱期内是否否损坏，DPPP费用一律律不予退还。 DPP条款款从某仲意义义上讲，相当当于租箱人对对租箱期内集集装箱的损害害进行了保险险(但不是向向保险公司投投保)。但租租箱人必须了了解，DPPP费用一般只只保箱子的部部分损害，不不承担全损和和共同海损等等责任。习惯惯上只负责比比箱子当时价价值低一些的的一个因定限限额之内，由由租箱公司承承担；如超过过此限额则，则则超过部分仍仍需要租箱人人承担。DPPP费用一般般按租箱天数数收取。 租金及费用用支付条款 租箱人应按按时支付合同同中规定承担担的各种费用用及租金，这这是自由使用用集装箱和具具有某些权利利和减少责任任的前提，不不按时支付费费用和租金，则则构成违约，租租箱公司有权权采取适当的的行动直至收收回集装箱。租租箱合同的租租金与费用支支付条款主要要包括下列内内容： (1)租期期。租期一般般理解为从交交箱之日起至至还箱之日止止的一段时间间。 (2)租金金计算方法。租租金按第箱天天计收。租用用天数计算一一般从交箱当当日起算至租租箱公司接受受还箱的次日日为止。在超超期还箱情况况下，超期天天数按合同规规定的租金另另行支付(通通常比正常租租金高一倍)。如合同中中定有提前终终止的条款，租租箱人支付提提前终止费用用(一般相当当于5-7天天租金)后，租租期到集装箱箱进入还箱堆堆场日终止。 (3)租金金支付方式。一一般租金支付付方式有两种种，按月支付付或按季支付付。租箱人应应在收到租金金付通知单后后，在规定时时间内(一般般为30天)支付。如延延则需按合同同规定的费率率加付利息。 (4)交、还还箱手续费。租租箱人应按合合同规定支付付交、还箱手手续费。该费费用主要用来来抵偿因在堆堆场交、还箱箱所产生的费费用(装卸车车费、单证费费等)，其数数额或由合同同规定，或按按交、还箱所所在堆场的费费用确定。租租箱合同中除除上述条款外外，一般还有有设备标志更更改条款及其其他有关租箱箱责任，义务务，保险和转转租等条款。 珠江口水域航行行注意事项珠江口水域域,海事部门门规定的地理理覆盖范围为为11333200E114424000E与2215500N2220000NN连线内水域域。在航海的的实践中，往往往从蒲台岛岛开始至马友友石灯船之间间的水域称之之为珠江口水水域。 此段水域是是水上交通繁繁忙区域，从从2004年年6月1日起起实行珠江口口水域船舶定定线制。定定线制有多多航路交叉，水水道纵横交错错，港口密集集，在该水域域有多条船舶舶航路产生多多种方向的交交叉。 大濠水道定定线制有四条条分道通航段段，加上现有有的香港大屿屿山快速船东东段分道通航航段，共有55条分道通航航段的航路交交叉，交通流流状况复杂。 为了解决多多条航路交叉叉的问题，避避免船舶交叉叉碰撞，设立立了第三警戒戒区，警戒区区内设有半径径为80米的的“安全岛”，要要求船舶穿越越警戒区时，围围绕“安全岛岛”逆时针航航行。担杆水水道定线制与与香港东博寮寮水道分道通通航航路也形形成交叉，第第二警戒区就就是为解决两两条分道通航航航路的交叉叉而专门设置置的。在警戒戒区中心设置置灯船，为了了使船舶易于于辨明大濠水水道定线制警警戒区“安全全岛”的位置置，在警戒区区中心设置11艘安装有雷雷达应答器的的灯船。 现以船舶西西行为例，过过蒲台岛之后后，由东博寮寮水道进入香香港水域的船船只多为大型型船舶，由于于受到龙鼓洲洲西水道水深深的制约，驶驶往深圳赤湾湾港的大型船船舶也借道东东博寮水道由由龙鼓水道进进港。所以，驶驶经东博寮水水域外侧时，要要严格遵守珠珠江口水域船船舶定线制的的规定，行驶驶在自己的航航线上，遇有有从东博寮水水道驶出的大大型船舶，应应根据19772年国际海海上避碰规则则进行避让，必必要时慢车等等让，同时可可以保持香港港海事的122频道守听，密密切注意出口口船舶的动态态。这里也是是海事高发水水域，具体原原因也就是交交叉船舶互相相争行，因为为西行船是规规则上规定的的让路船，所所以应主动避避让出口船，以以免出现紧迫迫局面。在遇遇有香港水域域涨潮时，停停泊在担杆列列岛内侧的锚锚泊船也要依依次进港，应应特别注意其其抢头。驶过过东博寮水域域之后，应当当注意东行往往南丫岛抛锚锚的船舶，及及早与之联系系，确定会让让意图。 有些西行船船舶在过外伶伶仃岛之后，向向左转向进入入桂山锚地或或外伶仃岛的的大型船舶锚锚地抛锚，追追越时要尤其其谨慎，做到到提前联系，取取得对方同意意后方可追越越。 再往西船舶舶驶经东南报报告线。即以以桂山引航锚锚地中心点(2207754NN/11346500为圆心，半半径10海里里，从担杆水水道(2208544.5N/11355730E)至东澳澳岛西南方附附近水域(2220016N/11344000E)的圆弧弧线。在实践践中，我把他他设为一个经经度：即1113度57分分东经，船舶舶应当用VHHF09频道道向桂山交管管报告自己的的信息和动态态。 进入大濠水水道东南段的的第四分隔带带北侧通航分分道，航向3306度，转转向进入前可可把大鸦洲灯灯桩为参照，同同时应注意从从第四分隔带带南侧出口东东行的船船，进进入第三警戒戒区时，将航航路1号灯船船(即我们习习惯称的桂山山灯船)置于于左舷，靠警警戒区右侧半半圆航行进入入第五分隔带带东侧通航分分道，航向3348度，再再经大濠水道道北段驶往广广州或珠江三三角洲其他港港口，通过第第五分隔带北北侧端部时，应应将航路2号号灯浮(红白白竖条相间球球形望板，装装雷达反射器器(3米标)置于左舷舷。在第三警警戒区航行时时，应注意从从第三分隔带带东侧通航分分道进口的船船舶，以及经经第六分隔带带、大屿山快快速船分道两两侧通航分道道穿越第三警警戒区的高速速客船。 在由分流角角驶入珠江水水域的过程中中，会与进入入深圳的船舶舶航向形成交交叉，此时应应当确定会让让意图，谨慎慎避让。此外外在渔汛期，还还要注意在航航道中穿越的的拖网渔船。 航运操作分油机常见故障障1.分离筒筒达不到规定定转速 原因：制动动器未松开；摩擦离合器器内混入油脂脂，摩擦片打打滑或损坏；电动机或电电气设备故障障。 2.不能进进油或分油过过程断油 (1)由于于泵或管路的的问题不能产产生足够低的的吸入压力，油油泵传动齿轮轮锥销折断；泵严重磨损损，间隙太大大；泵转速太太低；吸如管管漏气；油柜柜已空。 (2) 泵泵吸入压力过过低：油柜油油位太低；供供油泵前滤器器堵塞或管路路不通；油温温太低，粘度度太大。 3.出水口口跑油 (1)水封封水未能建立立或受到破坏坏：起动时水水封水未加或或加得太少；进油阀开得得太猛，水封封被破坏；转转速不足使水水封压力不够够；分离盘片片间脏堵。 (2) 油油水分界面外外移至分离盘盘:外重力环环内径过大；油未加热至至要求值，密密度大。 4.排渣口口跑油：(排排渣口未能封封闭) (1)滑动动圈不能上移移堵死密封水水腔泄水口。 分离筒上小小空堵塞不能能泄水；滑动动圈下方弹簧簧失效；滑动动圈上方塑料料堵头失严。 (2)滑动动底盘下部缺缺密封水 高置水箱无无水；工作水水系统管道或或控制阀堵塞塞或严重漏泄泄；滑动底盘盘周向密封圈圈失效漏泄。 (3)滑动动底盘与分离离筒盖不能贴贴紧 滑动底盘上上端面密封环环失效；传动动齿轮和轴承承过度磨损使使立轴下沉。 5.不能排排渣 缺少压下滑滑动圈的开启启工作水：高高置水箱无水水；工作系统统管道或控制制阀堵塞或严严重漏泄，有有关工作水孔孔脏堵不通；滑动全周向向密封失效。 6.出现异异常振动或噪噪声 分离筒安装装不正确，紧紧固件松动或或与机盖，配配水盘摩擦，传传动机械因缺缺油或油质差差而觉坏；轴轴承过度磨损损而使立轴下下沉，供油泵泵卡阻或损坏坏；摩擦离合合器损坏或过过度磨损，质质量不均匀，排排渣不净；分分离筒内积渣渣不均。 提单操作一、打制订订舱单。 1. 订舱舱单用下货纸纸根据货主提提供的委托单单制作。需要要填制的项目目有：SHIIPPER、CCONSIGGNEE、NNOTIFYY 、PORR、MARKKSNOSS、QUANNTITY、DDESCRIIPTIONN OF GGOODS、GGROSS WEIGHHT IN KILOSS、MEASSUREMEENT、TOOTAL。 2. 打制制完上述内容容后，注明运运输条款。在在订舱单的右右上角打上代代理人的电话话、传真，并并加盖代理人人方章，送至至配载的船公公司。 二、收到货货主正式单据据后进行审单单。 1.单证必必须齐全。 货主必须提提供的单据有有：合同副本本（售货确认认书、形式发发票）、正本本装箱单至少少一份、正本本发票至少一一份、正本出出口收汇核销销单，出口货货物如需海关关监管条件还还必须提供相相应证件。 2.如果货货主提供的单单据已缮制好好，可以从以以下方面审核核： A、合同、委委托与装箱单单、发票上显显示的尺码、重重量是否一致致。 B、合同、委委托与装箱单单、发票上显显示的金额以以及币种是否否一致（合同同金额不小于于发票金额）。 C、合同、委委托与装箱单单、发票上显显示的发票号号是否一致。 D、合同、委委托与装箱单单、发票上显显示的合同号号是否一致。 E、正本单单据不许有任任何涂改。 F、合同不不能是手写，否否则用打字机机重新缮制。 3.如果货货主提供的单单据空白，可可按下列项目目缮制： A、装箱单单主要填制的的内容为麦头头、发票号码码、合同号、装装货港、卸货货港、品名、规规格、数量、毛毛重、净重。 B、发票主主要填制的内内容为唛头、合合同号、发票票号、装货港港、卸货港、货货物描述、数数量、单价、总总价。 三、转报关关单据。 接到船公司司集港通知后后，取回下货货纸。在集港港前一天下午午3时前，电电话同港务局局货运科做集集港计划，制制下货小条（一一式三联）。 A、转至报报关行的单据据有，装箱单单、发票、合合同、委托报报关协议、报报关单、下货货纸、联系单单（一式两联联）、海关监监管条件涉及及的证件，上上述单据各11份。 B、编号为为1、2、33的单据必须须由货主提供供。 C、委托报报关协议（副副本也可以），用用规定格式加加盖出口单位位公章，填上上相应内容。 D、下货纸纸。在前述订订舱单的基础础上，在相应应的位置补充充船名、航次次、提单号，货货物描述需用用中文加以标标识，报关只只需提供装货货单收货单留留底联，每一一联的右上角角都应加盖代代理人方章。下下货纸装货单单应盖有该条条船船代的签签章。 E、联系单单。联系单是是代理人与报报关行联系的的单据，上面面列明代理人人转给报关行行何种单据及及份数，将单单据转至报关关行前，应填填好一式两联联的联系单，单单据转至报关关行后，其中中一联应有报报关行相关人人员的签字，以以备存档。 F、合同、装装箱单、发票票、报关单、许许可证、商检检证转至报关关行前应有留留底。 四、确认提提单。 A、缮制提提单前应注意意货主有无特特殊要求，一一般情况下，货货主都会在委委托中注明。 B、如要求求在提单中显显示“SHIIPPED ON BOOARD”签签单时，应注注意上、下签签章(其中之之一应签在SSHIPPEED ON BOARDD 旁边)。 C、如果涉涉及倒签、预预借，应事先先与船公司确确认好是否能能接受，如果果可以接受，应应填制好保函函传真给货主主，让其加盖盖公章，返回回后再由代理理人提供给相相关船公司。 贸易操作租赁需办理的手手续一、以租赁方式式引进设备，其其报批手续同同一般技改引引进项目相同同，需报请有有关上级批准准立项。 二、引进单位将将上述批件或或其复印本提提交租赁公司司，经审查同同意后即可受受理。 三、根据引进单单位自行选择择或上租的推推荐，决定国国外制造厂商商，进行询价价，组织技术术洽谈和商务务谈判，对金金额较大或技技术性很强的的项目，组织织赴国外考察察，谈妥后，由由上租同国外外制造厂签订订购货合同，并并与承租人签签订租赁合同同。 四、设备价款由由上租筹措外外汇支付，设设备由制造厂厂直接交货给给承租人，在在设备到货后后，由承租单单位在规定期期限内分期以以外汇偿付租租金，因此在在建立项目时时承租单位应应对按期支付付的外汇金额额做出妥善安安排。 五、为保证租金金的按期偿付付，承租单位位在提出租赁赁委托书的同同时，应向上上租提交其主主管局（公司司）或当地金金融机构出具具的经济保证证书，担保承承租单位按期期偿付租金。 六、租赁期满，承承租人依照合合同规定的象象征性价格，将将设备购为己己有。海牙维斯比规则（English）Hague-Visby Rules Article I Definitions In these Rules the following expressions have the meanings hereby assigned to them respectively, that is to say, (a) carrier includes the owner or the charterer who enters into a contract of carriage with a shipper; (b) contract of carriage applies only to contracts of carriage covered by a bill of lading or any similar document of title, in so far as such document relates to the carriage of goods by water, including any bill of lading or any similar document as aforesaid issued under or pursuant to a charter-party from the moment at which such bill of lading or similar document of title regulates the relations between a carrier and a holder of the same; (c)goods includes goods, wares, merchandise and articles of every kind whatsoever, except live animals and cargo which by the contract of carriage is stated as being carried on deck and is so carried; (d) ship means any vessel used for the carriage of goods by water; (e) carriage of goods covers the period from the time when the goods are loaded on to the time they are discharged from the ship. Article II Risks Subject to the provisions of Article VI, under every contract of carriage of goods by water the carrier, in relation to the loading, handling, stowage, carriage, custody, care and discharge of such goods, shall be subject to the responsibilities and liabilities and entitled to the rights and immunities hereinafter set forth. Article III Responsibilities and Liabilities 1. The carrier shall be bound, before and at the beginning of the voyage, to exercise due diligence to (a) make the ship seaworthy; (b) properly man, equip and supply the ship; ? make the holds, refrigerating and cool chambers, and all other parts of the ship in which goods are carried, fit and safe for their reception, carriage and preservation. 2. Subject to the provisions of Article IV, the carrier shall properly and carefully load, handle, stow, carry, keep, care for and discharge the goods carried. 3. After receiving the goods into his charge, the carrier, or the master or agent of the carrier, shall, on demand of the shipper, issue to the shipper a bill of lading showing among other things (a) the leading marks necessary for identification of the goods as the same are furnished in writing by the shipper before the loading of such goods starts, provided such marks are stamped or otherwise shown clearly upon the goods if uncovered, or on the cases or coverings in which such goods are contained, in such a manner as should ordinarily remain legible until the end of the voyage; (b) either the number of packages or pieces, or the quantity, or weight, as the case may be, as furnished in writing by the shipper; ? the apparent order and condition of the goods: Provided that no carrier, master or agent of the carrier shall be bound to state or show in the bill of lading any marks, number, quantity, or weight which he has reasonable ground for suspecting not accurately to represent the goods actually received or which he has had no reasonable means of checking. 4. Such a bill of lading shall be prima facie evidence of the receipt by the carrier of the goods as therein described in accordance with paragraphs 3(a), (b) and ?. However, proof to the contrary shall not be admissible when the bill of lading has been transferred to a third party acting in good faith. 5. The shipper shall be deemed to have guaranteed to the carrier the accuracy at the time of shipment of the marks, number, quantity and weight, as furnished by him, and the shipper shall indemnify the carrier against all loss, damages and expenses arising or resulting from inaccuracies in such particulars. The right of the carrier to such indemnity shall in no way limit his responsibility and liability under the contract of carriage to any person other than the shipper. 6. Unless notice of loss or damage and the general nature of such loss or damage be given in writing to the carrier or his agent at the port of discharge before or at the time of the removal of the goods into the custody of the person entitled to delivery thereof under the contract of carriage, or, if the loss or damage be not apparent, within three days, such removal shall be prima facie evidence of the delivery by the carrier of the goods as described in the bill of lading. The notice in writing need not be given if the state of the goods has at the time of their receipt been the subject of joint survey or inspection. Subject to paragraph 6bis the carrier and the ship shall in any event be discharged from all liability whatsoever in respect of the goods, unless suit is brought within one year of their delivery or of the date when they should have been delivered. This period may, however, be extended if the parties so agree after the cause of action has arisen. In the case of any actual or apprehended loss or damage the carrier and the receiver shall give all reasonable facilities to each other for inspecting and tallying the goods. 6.bis An action for indemnity against a third person may be brought even after the expiration of the year provided for in the preceding paragraph if brought within the time allowed by the law of the Court seized of the case. However, the time allowed shall be not less than three months, commencing from the day when the person bringing such action for indemnity has settled the claim or has been served with process in the action against himself. 7. After the goods are loaded the bill of lading to be issued by the carrier, master or agent of the carrier, to the shipper shall, if the shipper so demands, be a shipped bill of lading, provided that if the shipper shall have previously taken up any document of title to such goods, he shall surrender the same as against the issue of the shipped bill of lading, but at the option of the carrier such document of title may be noted at the port of shipment by the carrier, master, or agent with the name or names of the ship or ships upon which the goods have been shipped and the date or dates of shipment, and when so noted the same shall for the purpose of this Article be deemed to constitute a shipped bill of lading. 8. Any clause, covenant or agreement in a contract of carriage relieving the carrier or the ship from liability for loss or damage to or in connection with goods arising from negligence, fault or failure in the duties and obligations provided in this Article or lessening such liability otherwise than as provided in these Rules, shall be null and void and of no effect. A benefit of insurance or similar clause shall be deemed to be a clause relieving the carrier from liability. Article IV Rights and Immunities 1. Neither the carrier nor the ship shall be liable for loss or damage arising or resulting from unseaworthiness unless caused by want of due diligence on the part of the carrier to make the ship seaworthy, and to secure that the ship is properly manned, equipped and supplied, and to make the holds, refrigerating and cool chambers and all other parts of the ship in which goods are carried fit and safe for their reception, carriage and preservation in accordance with the provisions of paragraph 1 of Article III. Whenever loss or damage has resulted from unseaworthiness, the burden of proving the exercise of due diligence shall be on the carrier or other person claiming exemption under this article. 2. Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from (a) act, neglect, or default of the master, mariner, pilot or the servants of the carrier in the navigation or in the management of the ship; (b) fire, unless caused by the actual fault or privity of the carrier; ? perils, dangers and accidents of the sea or other navigable waters; (d) act of God; (e) act of war; (f) act of public enemies; (g) arrest or restraint of princes, rulers or people, or seizure under legal process; (h) quarantine restrictions; (I) act or omission of the shipper or owner of the goods, his agent or representative; (j) strikes or lock-outs or stoppage or restraint of labour from whatever cause, whether partial or general; (k) riots and civil commotions; (l) saving or attempting to save life or property at sea; (m) wastage in bulk or weight or any other loss or damage arising from inherent defect, quality or vice of the goods; (n) insufficiency of packing; (o) insufficiency or inadequacy of marks; (p) latent defects not discoverable by due diligence; (q) any other cause arising without the actual fault and privity of the carrier, or without the fault or neglect of the agents or servants of the carrier, but the burden of proof shall be on the person claiming the benefit of this exception to show that neither the actual fault or privity of the carrier nor the fault or neglect of the agents or servants of the carrier contributed to the loss or damage. 3. The shipper shall not be responsible for loss or damage sustained by the carrier or the ship arising or resulting from any cause without the act, fault or neglect of the shipper, his agents or his servants. 4. Any deviation in saving or attempting to save life or property at sea or any reasonable deviation shall not be deemed to be an infringement or breach of these Rules or of the contract of carriage, and the carrier shall not be liable for any loss or damage resulting therefrom. 5. (a) Unless the nature and value of such goods have been declared by the shipper before shipment and inserted in the bill of lading, neither the carrier nor the ship shall in any event be or become liable for any loss or damage to or in connection with the goods in an amount exceeding 666.67 units of account per package or unit or 2 units of account per kilogramme of gross weight of the goods lost or damaged, whichever is the higher. (b) The total amount recoverable shall be calculated by reference to the value of such goods at the place and time at which the goods are discharged from the ship in accordance with the contract or should have been so discharged. The value of the goods shall be fixed according to the commodity exchange price, or, if there be no such price, according to the current market price, or, if there be no commodity exchange price or current market price, by reference to the normal value of goods of the same kind and quality. ? Where a container, pallet or similar article of transport is used to consolidate goods, the number of packages or units enumerated in the bill of lading as packed in such article of transport shall be deemed the number of packages or units for the purpose of this paragraph as far as these packages or units are concerned. Except as aforesaid such article of transport shall be considered the package or unit. (d) The unit of account mentioned in this Article is the Special Drawing Right as defined by the International Monetary Fund. The amounts mentioned in sub-paragraph (a) of this paragraph shall be converted into national currency on the basis of the value of that currency on the date to be determined by the law of the Court seized of the case. The value of the national currency, in terms of the Special Drawing Right, of a State which is a member of the International Monetary Fund, shall be calculated in accordance with the method of valuation applied by the International Monetary Fund in effect at the date in question for its operations and transactions. The value of the national currency, in terms of the Special Drawing Right, of a State which is not a member of the International Monetary Fund, shall be calculated in a manner determined by that State. Nevertheless, a State which is not a member of the International Monetary Fund and whose law does not permit the application of the provisions of the preceding sentences may, at the time of ratification of the Protocol of 1979 or accession thereto or at any time thereafter, declare that the limits of liability provided for in this Convention to be applied in its territory shall be fixed as follows: (I) in respect of the amount of 666.67 units of account mentioned in sub-paragraph (a) of paragraph 5 of this Article, 10,000 monetary units; (ii) in respect of the amount of 2 units of account mentioned in sub-paragraph (a) of paragraph 5 of this Article, 30 monetary units. The monetary unit referred to in the preceding sentence corresponds to 65.5 milligrammes of gold of millesimal fineness 900. The conversion of the amounts specified in that sentence into the national currency shall be made according to the law of the State concerned. The calculation and the conversion mentioned in the preceding sentences shall be made in such a manner as to express in the national currency of that State as far as possible the same real value for the amounts in sub-paragraph (a) of paragraph 5 of this Article as is expressed there in units of account. States shall communicate to the depositary t