Zakon o ratifikaciji Konvencije o poenotenju nekaterih pravil za mednarodni letalski prevoz (MKPMLP)

Ratificira se Konvencija o poenotenju nekaterih pravil za mednarodni letalski prevoz, podpisana v Montrealu dne 28. maja 1999.

Konvencija o poenotenju nekaterih pravil za mednarodni letalski prevoz se v izvirniku v angleškem jeziku in v prevodu v slovenskem jeziku glasi: THE STATES PARTIES TO THIS CONVENTION RECOGNIZING the significant contribution of the Convention for the Unification of Certain Rules Relating to International Carriage by Air signed in Warsaw on 12 October 1929, hereinafter referred to as the “Warsaw Convention”, and other related instruments to the harmonization of private international air law; RECOGNIZING the need to modernize and consolidate the Warsaw Convention and related instruments; RECOGNIZING the importance of ensuring protection of the interests of consumers in international carriage by air and the need for equitable compensation based on the principle of restitution; REAFFIRMING the desirability of an orderly development of international air transport operations and the smooth flow of passengers, baggage and cargo in accordance with the principles and objectives of the Convention on International Civil Aviation, done at Chicago on 7 December 1944; CONVINCED that collective State action for further harmonization and codification of certain rules governing international carriage by air through a new Convention is the most adequate means of achieving an equitable balance of interests; HAVE AGREED AS FOLLOWS: 1. This Convention applies to all international carriage of persons, baggage or cargo performed by aircraft for reward. It applies equally to gratuitous carriage by aircraft performed by an air transport undertaking. 2. For the purposes of this Convention, the expression international carriage means any carriage in which, according to the agreement between the parties, the place of departure and the place of destination, whether or not there be a break in the carriage or a transhipment, are situated either within the territories of two States Parties, or within the territory of a single State Party if there is an agreed stopping place within the territory of another State, even if that State is not a State Party. Carriage between two points within the territory of a single State Party without an agreed stopping place within the territory of another State is not international carriage for the purposes of this Convention. 3. Carriage to be performed by several successive carriers is deemed, for the purposes of this Convention, to be one undivided carriage if it has been regarded by the parties as a single operation, whether it had been agreed upon under the form of a single contract or of a series of contracts, and it does not lose its international character merely because one contract or a series of contracts is to be performed entirely within the territory of the same State. 4. This Convention applies also to carriage as set out in Chapter V, subject to the terms contained therein. 1. This Convention applies to carriage performed by the State or by legally constituted public bodies provided it falls within the conditions laid down in Article 1. 2. In the carriage of postal items, the carrier shall be liable only to the relevant postal administration in accordance with the rules applicable to the relationship between the carriers and the postal administrations. 3. Except as provided in paragraph 2 of this Article, the provisions of this Convention shall not apply to the carriage of postal items. 1. In respect of carriage of passengers, an individual or collective document of carriage shall be delivered containing: (a) an indication of the places of departure and destination; (b) if the places of departure and destination are within the territory of a single State Party, one or more agreed stopping places being within the territory of another State, an indication of at least one such stopping place. 2. Any other means which preserves the information indicated in paragraph 1 may be substituted for the delivery of the document referred to in that paragraph. If any such other means is used, the carrier shall offer to deliver to the passenger a written statement of the information so preserved. 3. The carrier shall deliver to the passenger a baggage identification tag for each piece of checked baggage. 4. The passenger shall be given written notice to the effect that where this Convention is applicable it governs and may limit the liability of carriers in respect of death or injury and for destruction or loss of, or damage to, baggage, and for delay. 5. Non-compliance with the provisions of the foregoing paragraphs shall not affect the existence or the validity of the contract of carriage, which shall, nonetheless, be subject to the rules of this Convention including those relating to limitation of liability. 1. In respect of the carriage of cargo, an air waybill shall be delivered. 2. Any other means which preserves a record of the carriage to be performed may be substituted for the delivery of an air waybill. If such other means are used, the carrier shall, if so requested by the consignor, deliver to the consignor a cargo receipt permitting identification of the consignment and access to the information contained in the record preserved by such other means. The air waybill or the cargo receipt shall include: (a) an indication of the places of departure and destination; (b) if the places of departure and destination are within the territory of a single State Party, one or more agreed stopping places being within the territory of another State, an indication of at least one such stopping place; and (c) an indication of the weight of the consignment. The consignor may be required, if necessary to meet the formalities of customs, police and similar public authorities, to deliver a document indicating the nature of the cargo. This provision creates for the carrier no duty, obligation or liability resulting therefrom. 1. The air waybill shall be made out by the consignor in three original parts. 2. The first part shall be marked “for the carrier”; it shall be signed by the consignor. The second part shall be marked “for the consignee”; it shall be signed by the consignor and by the carrier. The third part shall be signed by the carrier who shall hand it to the consignor after the cargo has been accepted. 3. The signature of the carrier and that of the consignor may be printed or stamped. 4. If, at the request of the consignor, the carrier makes out the air waybill, the carrier shall be deemed, subject to proof to the contrary, to have done so on behalf of the consignor. When there is more than one package: (a) the carrier of cargo has the right to require the consignor to make out separate air waybills; (b) the consignor has the right to require the carrier to deliver separate cargo receipts when the other means referred to in paragraph 2 of Article 4 are used. Non-compliance with the provisions of Articles 4 to 8 shall not affect the existence or the validity of the contract of carriage, which shall, nonetheless, be subject to the rules of this Convention including those relating to limitation of liability. 1. The consignor is responsible for the correctness of the particulars and statements relating to the cargo inserted by it or on its behalf in the air waybill or furnished by it or on its behalf to the carrier for insertion in the cargo receipt or for insertion in the record preserved by the other means referred to in paragraph 2 of Article 4. The foregoing shall also apply where the person acting on behalf of the consignor is also the agent of the carrier. 2. The consignor shall indemnify the carrier against all damage suffered by it, or by any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statements furnished by the consignor or on its behalf. 3. Subject to the provisions of paragraphs 1 and 2 of this Article, the carrier shall indemnify the consignor against all damage suffered by it, or by any other person to whom the consignor is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statements inserted by the carrier or on its behalf in the cargo receipt or in the record preserved by the other means referred to in paragraph 2 of Article 4. 1. The air waybill or the cargo receipt is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage mentioned therein. 2. Any statements in the air waybill or the cargo receipt relating to the weight, dimensions and packing of the cargo, as well as those relating to the number of packages, are prima facie evidence of the facts stated; those relating to the quantity, volume and condition of the cargo do not constitute evidence against the carrier except so far as they both have been, and are stated in the air waybill or the cargo receipt to have been, checked by it in the presence of the consignor, or relate to the apparent condition of the cargo. 1. Subject to its liability to carry out all its obligations under the contract of carriage, the consignor has the right to dispose of the cargo by withdrawing it at the airport of departure or destination, or by stopping it in the course of the journey on any landing, or by calling for it to be delivered at the place of destination or in the course of the journey to a person other than the consignee originally designated, or by requiring it to be returned to the airport of departure. The consignor must not exercise this right of disposition in such a way as to prejudice the carrier or other consignors and must reimburse any expenses occasioned by the exercise of this right. 2. If it is impossible to carry out the instructions of the consignor, the carrier must so inform the consignor forthwith. 3. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill or the cargo receipt delivered to the latter, the carrier will be liable, without prejudice to its right of recovery from the consignor, for any damage which may be caused thereby to any person who is lawfully in possession of that part of the air waybill or the cargo receipt. 4. The right conferred on the consignor ceases at the moment when that of the consignee begins in accordance with Article 13. Nevertheless, if the consignee declines to accept the cargo, or cannot be communicated with, the consignor resumes its right of disposition. 1. Except when the consignor has exercised its right under Article 12, the consignee is entitled, on arrival of the cargo at the place of destination, to require the carrier to deliver the cargo to it, on payment of the charges due and on complying with the conditions of carriage. 2. Unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the cargo arrives. 3. If the carrier admits the loss of the cargo, or if the cargo has not arrived at the expiration of seven days after the date on which it ought to have arrived, the consignee is entitled to enforce against the carrier the rights which flow from the contract of carriage. The consignor and the consignee can respectively enforce all the rights given to them by Articles 12 and 13, each in its own name, whether it is acting in its own interest or in the interest of another, provided that it carries out the obligations imposed by the contract of carriage. 1. Articles 12, 13 and 14 do not affect either the relations of the consignor and the consignee with each other or the mutual relations of third parties whose rights are derived either from the consignor or from the consignee. 2. The provisions of Articles 12, 13 and 14 can only be varied by express provision in the air waybill or the cargo receipt. 1. The consignor must furnish such information and such documents as are necessary to meet the formalities of customs, police and any other public authorities before the cargo can be delivered to the consignee. The consignor is liable to the carrier for any damage occasioned by the absence, insufficiency or irregularity of any such information or documents, unless the damage is due to the fault of the carrier, its servants or agents. 2. The carrier is under no obligation to enquire into the correctness or sufficiency of such information or documents. 1. The carrier is liable for damage sustained in case of death or bodily injury of a passenger upon condition only that the accident which caused the death or injury took place on board the aircraft or in the course of any of the operations of embarking or disembarking. 2. The carrier is liable for damage sustained in case of destruction or loss of, or of damage to, checked baggage upon condition only that the event which caused the destruction, loss or damage took place on board the aircraft or during any period within which the checked baggage was in the charge of the carrier. However, the carrier is not liable if and to the extent that the damage resulted from the inherent defect, quality or vice of the baggage. In the case of unchecked baggage, including personal items, the carrier is liable if the damage resulted from its fault or that of its servants or agents. 3. If the carrier admits the loss of the checked baggage, or if the checked baggage has not arrived at the expiration of twenty-one days after the date on which it ought to have arrived, the passenger is entitled to enforce against the carrier the rights which flow from the contract of carriage. 4. Unless otherwise specified, in this Convention the term “baggage” means both checked baggage and unchecked baggage. 1. The carrier is liable for damage sustained in the event of the destruction or loss of, or damage to, cargo upon condition only that the event which caused the damage so sustained took place during the carriage by air. 2. However, the carrier is not liable if and to the extent it proves that the destruction, or loss of, or damage to, the cargo resulted from one or more of the following: (a) inherent defect, quality or vice of that cargo; (b) defective packing of that cargo performed by a person other than the carrier or its servants or agents; (c) an act of war or an armed conflict; (d) an act of public authority carried out in connection with the entry, exit or transit of the cargo. 3. The carriage by air within the meaning of paragraph 1 of this Article comprises the period during which the cargo is in the charge of the carrier. 4. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. If, however, such carriage takes place in the performance of a contract for carriage by air, for the purpose of loading, delivery or transhipment, any damage is presumed, subject to proof to the contrary, to have been the result of an event which took place during the carriage by air. If a carrier, without the consent of the consignor, substitutes carriage by another mode of transport for the whole or part of a carriage intended by the agreement between the parties to be carriage by air, such carriage by another mode of transport is deemed to be within the period of carriage by air. The carrier is liable for damage occasioned by delay in the carriage by air of passengers, baggage or cargo. Nevertheless, the carrier shall not be liable for damage occasioned by delay if it proves that it and its servants and agents took all measures that could reasonably be required to avoid the damage or that it was impossible for it or them to take such measures. If the carrier proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he or she derives his or her rights, the carrier shall be wholly or partly exonerated from its liability to the claimant to the extent that such negligence or wrongful act or omission caused or contributed to the damage. When by reason of death or injury of a passenger compensation is claimed by a person other than the passenger, the carrier shall likewise be wholly or partly exonerated from its liability to the extent that it proves that the damage was caused or contributed to by the negligence or other wrongful act or omission of that passenger. This Article applies to all the liability provisions in this Convention, including paragraph 1 of Article 21. 1. For damages arising under paragraph 1 of Article 17 not exceeding 100 000 Special Drawing Rights for each passenger, the carrier shall not be able to exclude or limit its liability. 2. The carrier shall not be liable for damages arising under paragraph 1 of Article 17 to the extent that they exceed for each passenger 100 000 Special Drawing Rights if the carrier proves that: (a) such damage was not due to the negligence or other wrongful act or omission of the carrier or its servants or agents; or (b) such damage was solely due to the negligence or other wrongful act or omission of a third party. 1. In the case of damage caused by delay as specified in Article 19 in the carriage of persons, the liability of the carrier for each passenger is limited to 4 150 Special Drawing Rights. 2. In the carriage of baggage, the liability of the carrier in the case of destruction, loss, damage or delay is limited to 1 000 Special Drawing Rights for each passenger unless the passenger has made, at the time when the checked baggage was handed over to the carrier, a special declaration of interest in delivery at destination and has paid a supplementary sum if the case so requires. In that case the carrier will be liable to pay a sum not exceeding the declared sum, unless it proves that the sum is greater than the passenger’s actual interest in delivery at destination. 3. In the carriage of cargo, the liability of the carrier in the case of destruction, loss, damage or delay is limited to a sum of 17 Special Drawing Rights per kilogramme, unless the consignor has made, at the time when the package was handed over to the carrier, a special declaration of interest in delivery at destination and has paid a supplementary sum if the case so requires. In that case the carrier will be liable to pay a sum not exceeding the declared sum, unless it proves that the sum is greater than the consignor’s actual interest in delivery at destination. 4. In the case of destruction, loss, damage or delay of part of the cargo, or of any object contained therein, the weight to be taken into consideration in determining the amount to which the carrier’s liability is limited shall be only the total weight of the package or packages concerned. Nevertheless, when the destruction, loss, damage or delay of a part of the cargo, or of an object contained therein, affects the value of other packages covered by the same air waybill, or the same receipt or, if they were not issued, by the same record preserved by the other means referred to in paragraph 2 of Article 4, the total weight of such package or packages shall also be taken into consideration in determining the limit of liability. 5. The foregoing provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the carrier, its servants or agents, done with intent to cause damage or recklessly and with knowledge that damage would probably result; provided that, in the case of such act or omission of a servant or agent, it is also proved that such servant or agent was acting within the scope of its employment. 6. The limits prescribed in Article 21 and in this Article shall not prevent the court from awarding, in accordance with its own law, in addition, the whole or part of the court costs and of the other expenses of the litigation incurred by the plaintiff, including interest. The foregoing provision shall not apply if the amount of the damages awarded, excluding court costs and other expenses of the litigation, does not exceed the sum which the carrier has offered in writing to the plaintiff within a period of six months from the date of the occurrence causing the damage, or before the commencement of the action, if that is later. 1. The sums mentioned in terms of Special Drawing Right in this Convention shall be deemed to refer to the Special Drawing Right as defined by the International Monetary Fund. Conversion of the sums into national currencies shall, in case of judicial proceedings, be made according to the value of such currencies in terms of the Special Drawing Right at the date of the judgement. The value of a national currency, in terms of the Special Drawing Right, of a State Party which is a Member of the International Monetary Fund, shall be calculated in accordance with the method of valuation applied by the International Monetary Fund, in effect at the date of the judgement, for its operations and transactions. The value of a national currency, in terms of the Special Drawing Right, of a State Party which is not a Member of the International Monetary Fund, shall be calculated in a manner determined by that State. 2. Nevertheless, those States which are not Members of the International Monetary Fund and whose law does not permit the application of the provisions of paragraph 1 of this Article may, at the time of ratification or accession or at any time thereafter, declare that the limit of liability of the carrier prescribed in Article 21 is fixed at a sum of 1 500 000 monetary units per passenger in judicial proceedings in their territories; 62 500 monetary units per passenger with respect to paragraph 1 of Article 22; 15 000 monetary units per passenger with respect to paragraph 2 of Article 22; and 250 monetary units per kilogramme with respect to paragraph 3 of Article 22. This monetary unit corresponds to sixty-five and a half milligrammes of gold of millesimal fineness nine hundred. These sums may be converted into the national currency concerned in round figures. The conversion of these sums into national currency shall be made according to the law of the State concerned. 3. The calculation mentioned in the last sentence of paragraph 1 of this Article and the conversion method mentioned in paragraph 2 of this Article shall be made in such manner as to express in the national currency of the State Party as far as possible the same real value for the amounts in Articles 21 and 22 as would result from the application of the first three sentences of paragraph 1 of this Article. States Parties shall communicate to the depositary the manner of calculation pursuant to paragraph 1 of this Article, or the result of the conversion in paragraph 2 of this Article as the case may be, when depositing an instrument of ratification, acceptance, approval of or accession to this Convention and whenever there is a change in either. 1. Without prejudice to the provisions of Article 25 of this Convention and subject to paragraph 2 below, the limits of liability prescribed in Articles 21, 22 and 23 shall be reviewed by the Depositary at five-year intervals, the first such review to take place at the end of the fifth year following the date of entry into force of this Convention, or if the Convention does not enter into force within five years of the date it is first open for signature, within the first year of its entry into force, by reference to an inflation factor which corresponds to the accumulated rate of inflation since the previous revision or in the first instance since the date of entry into force of the Convention. The measure of the rate of inflation to be used in determining the inflation factor shall be the weighted average of the annual rates of increase or decrease in the Consumer Price Indices of the States whose currencies comprise the Special Drawing Right mentioned in paragraph 1 of Article 23. 2. If the review referred to in the preceding paragraph concludes that the inflation factor has exceeded 10 per cent, the Depositary shall notify States Parties of a revision of the limits of liability. Any such revision shall become effective six months after its notification to the States Parties. If within three months after its notification to the States Parties a majority of the States Parties register their disapproval, the revision shall not become effective and the Depositary shall refer the matter to a meeting of the States Parties. The Depositary shall immediately notify all States Parties of the coming into force of any revision. 3. Notwithstanding paragraph 1 of this Article, the procedure referred to in paragraph 2 of this Article shall be applied at any time provided that one-third of the States Parties express a desire to that effect and upon condition that the inflation factor referred to in paragraph 1 has exceeded 30 per cent since the previous revision or since the date of entry into force of this Convention if there has been no previous revision. Subsequent reviews using the procedure described in paragraph 1 of this Article will take place at five-year intervals starting at the end of the fifth year following the date of the reviews under the present paragraph. A carrier may stipulate that the contract of carriage shall be subject to higher limits of liability than those provided for in this Convention or to no limits of liability whatsoever. Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be null and void, but the nullity of any such provision does not involve the nullity of the whole contract, which shall remain subject to the provisions of this Convention. Nothing contained in this Convention shall prevent the carrier from refusing to enter into any contract of carriage, from waiving any defences available under the Convention, or from laying down conditions which do not conflict with the provisions of this Convention. In the case of aircraft accidents resulting in death or injury of passengers, the carrier shall, if required by its national law, make advance payments without delay to a natural person or persons who are entitled to claim compensation in order to meet the immediate economic needs of such persons. Such advance payments shall not constitute a recognition of liability and may be offset against any amounts subsequently paid as damages by the carrier. In the carriage of passengers, baggage and cargo, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention without prejudice to the question as to who are the persons who have the right to bring suit and what are their respective rights. In any such action, punitive, exemplary or any other non-compensatory damages shall not be recoverable. 1. If an action is brought against a servant or agent of the carrier arising out of damage to which the Convention relates, such servant or agent, if they prove that they acted within the scope of their employment, shall be entitled to avail themselves of the conditions and limits of liability which the carrier itself is entitled to invoke under this Convention. 2. The aggregate of the amounts recoverable from the carrier, its servants and agents, in that case, shall not exceed the said limits. 3. Save in respect of the carriage of cargo, the provisions of paragraphs 1 and 2 of this Article shall not apply if it is proved that the damage resulted from an act or omission of the servant or agent done with intent to cause damage or recklessly and with knowledge that damage would probably result. 1. Receipt by the person entitled to delivery of checked baggage or cargo without complaint is prima facie evidence that the same has been delivered in good condition and in accordance with the document of carriage or with the record preserved by the other means referred to in paragraph 2 of Article 3 and paragraph 2 of Article 4. 2. In the case of damage, the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and, at the latest, within seven days from the date of receipt in the case of checked baggage and fourteen days from the date of receipt in the case of cargo. In the case of delay, the complaint must be made at the latest within twenty-one days from the date on which the baggage or cargo have been placed at his or her disposal. 3. Every complaint must be made in writing and given or dispatched within the times aforesaid. 4. If no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part. In the case of the death of the person liable, an action for damages lies in accordance with the terms of this Convention against those legally representing his or her estate. 1. An action for damages must be brought, at the option of the plaintiff, in the territory of one of the States Parties, either before the court of the domicile of the carrier or of its principal place of business, or where it has a place of business through which the contract has been made or before the court at the place of destination. 2. In respect of damage resulting from the death or injury of a passenger, an action may be brought before one of the courts mentioned in paragraph 1 of this Article, or in the territory of a State Party in which at the time of the accident the passenger has his or her principal and permanent residence and to or from which the carrier operates services for the carriage of passengers by air, either on its own aircraft, or on another carrier’s aircraft pursuant to a commercial agreement, and in which that carrier conducts its business of carriage of passengers by air from premises leased or owned by the carrier itself or by another carrier with which it has a commercial agreement. 3. For the purposes of paragraph 2, (a) “commercial agreement” means an agreement, other than an agency agreement, made between carriers and relating to the provision of their joint services for carriage of passengers by air; (b) “principal and permanent residence” means the one fixed and permanent abode of the passenger at the time of the accident. The nationality of the passenger shall not be the determining factor in this regard. 4. Questions of procedure shall be governed by the law of the court seised of the case. 1. Subject to the provisions of this Article, the parties to the contract of carriage for cargo may stipulate that any dispute relating to the liability of the carrier under this Convention shall be settled by arbitration. Such agreement shall be in writing. 2. The arbitration proceedings shall, at the option of the claimant, take place within one of the jurisdictions referred to in Article 33. 3. The arbitrator or arbitration tribunal shall apply the provisions of this Convention. 4. The provisions of paragraphs 2 and 3 of this Article shall be deemed to be part of every arbitration clause or agreement, and any term of such clause or agreement which is inconsistent therewith shall be null and void. 1. The right to damages shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped. 2. The method of calculating that period shall be determined by the law of the court seised of the case. 1. In the case of carriage to be performed by various successive carriers and falling within the definition set out in paragraph 3 of Article 1, each carrier which accepts passengers, baggage or cargo is subject to the rules set out in this Convention and is deemed to be one of the parties to the contract of carriage in so far as the contract deals with that part of the carriage which is performed under its supervision. 2. In the case of carriage of this nature, the passenger or any person entitled to compensation in respect of him or her can take action only against the carrier which performed the carriage during which the accident or the delay occurred, save in the case where, by express agreement, the first carrier has assumed liability for the whole journey. 3. As regards baggage or cargo, the passenger or consignor will have a right of action against the first carrier, and the passenger or consignee who is entitled to delivery will have a right of action against the last carrier, and further, each may take action against the carrier which performed the carriage during which the destruction, loss, damage or delay took place. These carriers will be jointly and severally liable to the passenger or to the consignor or consignee. Nothing in this Convention shall prejudice the question whether a person liable for damage in accordance with its provisions has a right of recourse against any other person. 1. In the case of combined carriage performed partly by air and partly by any other mode of carriage, the provisions of this Convention shall, subject to paragraph 4 of Article 18, apply only to the carriage by air, provided that the carriage by air falls within the terms of Article 1. 2. Nothing in this Convention shall prevent the parties in the case of combined carriage from inserting in the document of air carriage conditions relating to other modes of carriage, provided that the provisions of this Convention are observed as regards the carriage by air. The provisions of this Chapter apply when a person (hereinafter referred to as “the contracting carrier”) as a principal makes a contract of carriage governed by this Convention with a passenger or consignor or with a person acting on behalf of the passenger or consignor, and another person (hereinafter referred to as “the actual carrier”) performs, by virtue of authority from the contracting carrier, the whole or part of the carriage, but is not with respect to such part a successive carrier within the meaning of this Convention. Such authority shall be presumed in the absence of proof to the contrary. If an actual carrier performs the whole or part of carriage which, according to the contract referred to in Article 39, is governed by this Convention, both the contracting carrier and the actual carrier shall, except as otherwise provided in this Chapter, be subject to the rules of this Convention, the former for the whole of the carriage contemplated in the contract, the latter solely for the carriage which it performs. 1. The acts and omissions of the actual carrier and of its servants and agents acting within the scope of their employment shall, in relation to the carriage performed by the actual carrier, be deemed to be also those of the contracting carrier. 2. The acts and omissions of the contracting carrier and of its servants and agents acting within the scope of their employment shall, in relation to the carriage performed by the actual carrier, be deemed to be also those of the actual carrier. Nevertheless, no such act or omission shall subject the actual carrier to liability exceeding the amounts referred to in Articles 21, 22, 23 and 24. Any special agreement under which the contracting carrier assumes obligations not imposed by this Convention or any waiver of rights or defences conferred by this Convention or any special declaration of interest in delivery at destination contemplated in Article 22 shall not affect the actual carrier unless agreed to by it. Any complaint to be made or instruction to be given under this Convention to the carrier shall have the same effect whether addressed to the contracting carrier or to the actual carrier. Nevertheless, instructions referred to in Article 12 shall only be effective if addressed to the contracting carrier. In relation to the carriage performed by the actual carrier, any servant or agent of that carrier or of the contracting carrier shall, if they prove that they acted within the scope of their employment, be entitled to avail themselves of the conditions and limits of liability which are applicable under this Convention to the carrier whose servant or agent they are, unless it is proved that they acted in a manner that prevents the limits of liability from being invoked in accordance with this Convention. In relation to the carriage performed by the actual carrier, the aggregate of the amounts recoverable from that carrier and the contracting carrier, and from their servants and agents acting within the scope of their employment, shall not exceed the highest amount which could be awarded against either the contracting carrier or the actual carrier under this Convention, but none of the persons mentioned shall be liable for a sum in excess of the limit applicable to that person. In relation to the carriage performed by the actual carrier, an action for damages may be brought, at the option of the plaintiff, against that carrier or the contracting carrier, or against both together or separately. If the action is brought against only one of those carriers, that carrier shall have the right to require the other carrier to be joined in the proceedings, the procedure and effects being governed by the law of the court seised of the case. Any action for damages contemplated in Article 45 must be brought, at the option of the plaintiff, in the territory of one of the States Parties, either before a court in which an action may be brought against the contracting carrier, as provided in Article 33, or before the court having jurisdiction at the place where the actual carrier has its domicile or its principal place of business. Any contractual provision tending to relieve the contracting carrier or the actual carrier of liability under this Chapter or to fix a lower limit than that which is applicable according to this Chapter shall be null and void, but the nullity of any such provision does not involve the nullity of the whole contract, which shall remain subject to the provisions of this Chapter. Except as provided in Article 45, nothing in this Chapter shall affect the rights and obligations of the carriers between themselves, including any right of recourse or indemnification. Any clause contained in the contract of carriage and all special agreements entered into before the damage occurred by which the parties purport to infringe the rules laid down by this Convention, whether by deciding the law to be applied, or by altering the rules as to jurisdiction, shall be null and void. States Parties shall require their carriers to maintain adequate insurance covering their liability under this Convention. A carrier may be required by the State Party into which it operates to furnish evidence that it maintains adequate insurance covering its liability under this Convention. The provisions of Articles 3 to 5, 7 and 8 relating to the documentation of carriage shall not apply in the case of carriage performed in extraordinary circumstances outside the normal scope of a carrier’s business. The expression “days” when used in this Convention means calendar days, not working days. 1. This Convention shall be open for signature in Montreal on 28 May 1999 by States participating in the International Conference on Air Law held at Montreal from 10 to 28 May 1999. After 28 May 1999, the Convention shall be open to all States for signature at the Headquarters of the International Civil Aviation Organization in Montreal until it enters into force in accordance with paragraph 6 of this Article. 2. This Convention shall similarly be open for signature by Regional Economic Integration Organisations. For the purpose of this Convention, a “Regional Economic Integration Organisation” means any organisation which is constituted by sovereign States of a given region which has competence in respect of certain matters governed by this Convention and has been duly authorized to sign and to ratify, accept, approve or accede to this Convention. A reference to a “State Party” or “States Parties” in this Convention, otherwise than in paragraph 2 of Article 1, paragraph 1(b) of Article 3, paragraph (b) of Article 5, Articles 23, 33, 46 and paragraph (b) of Article 57, applies equally to a Regional Economic Integration Organisation. For the purpose of Article 24, the references to “a majority of the States Parties” and “one-third of the States Parties” shall not apply to a Regional Economic Integration Organisation. 3. This Convention shall be subject to ratification by States and by Regional Economic Integration Organisations which have signed it. 4. Any State or Regional Economic Integration Organisation which does not sign this Convention may accept, approve or accede to it at any time. 5. Instruments of ratification, acceptance, approval or accession shall be deposited with the International Civil Aviation Organization, which is hereby designated the Depositary. 6. This Convention shall enter into force on the sixtieth day following the date of deposit of the thirtieth instrument of ratification, acceptance, approval or accession with the Depositary between the States which have deposited such instrument. An instrument deposited by a Regional Economic Integration Organisation shall not be counted for the purpose of this paragraph. 7. For other States and for other Regional Economic Integration Organisations, this Convention shall take effect sixty days following the date of deposit of the instrument of ratification, acceptance, approval or accession. 8. The Depositary shall promptly notify all signatories and States Parties of: (a) each signature of this Convention and date thereof; (b) each deposit of an instrument of ratification, acceptance, approval or accession and date thereof; (c) the date of entry into force of this Convention; (d) the date of the coming into force of any revision of the limits of liability established under this Convention; (e) any denunciation under Article 54. 1. Any State Party may denounce this Convention by written notification to the Depositary. 2. Denunciation shall take effect one hundred and eighty days following the date on which notification is received by the Depositary. This Convention shall prevail over any rules which apply to international carriage by air: 1. between States Parties to this Convention by virtue of those States commonly being Party to (a) the Convention for the Unification of Certain Rules Relating to International Carriage by Air Signed at Warsaw on 12 October 1929 (hereinafter called the Warsaw Convention); (b) the Protocol to Amend the Convention for the Unification of Certain Rules Relating to International Carriage by Air Signed at Warsaw on 12 October 1929, Done at The Hague on 28 September 1955 (hereinafter called The Hague Protocol); (c) the Convention, Supplementary to the Warsaw Convention, for the Unification of Certain Rules Relating to International Carriage by Air Performed by a Person Other than the Contracting Carrier, signed at Guadalajara on 18 September 1961 (hereinafter called the Guadalajara Convention); (d) the Protocol to Amend the Convention for the Unification of Certain Rules Relating to International Carriage by Air Signed at Warsaw on 12 October 1929 as Amended by the Protocol Done at The Hague on 28 September 1955 Signed at Guatemala City on 8 March 1971 (hereinafter called the Guatemala City Protocol); (e) Additional Protocol Nos. 1 to 3 and Montreal Protocol No. 4 to amend the Warsaw Convention as amended by The Hague Protocol or the Warsaw Convention as amended by both The Hague Protocol and the Guatemala City Protocol Signed at Montreal on 25 September 1975 (hereinafter called the Montreal Protocols); or 2. within the territory of any single State Party to this Convention by virtue of that State being Party to one or more of the instruments referred to in sub-paragraphs (a) to (e) above. 1. If a State has two or more territorial units in which different systems of law are applicable in relation to matters dealt with in this Convention, it may at the time of signature, ratification, acceptance, approval or accession declare that this Convention shall extend to all its territorial units or only to one or more of them and may modify this declaration by submitting another declaration at any time. 2. Any such declaration shall be notified to the Depositary and shall state expressly the territorial units to which the Convention applies. 3. In relation to a State Party which has made such a declaration: (a) references in Article 23 to “national currency” shall be construed as referring to the currency of the relevant territorial unit of that State; and (b) the reference in Article 28 to “national law” shall be construed as referring to the law of the relevant territorial unit of that State. No reservation may be made to this Convention except that a State Party may at any time declare by a notification addressed to the Depositary that this Convention shall not apply to: (a) international carriage by air performed and operated directly by that State Party for non-commercial purposes in respect to its functions and duties as a sovereign State; and/or (b) the carriage of persons, cargo and baggage for its military authorities on aircraft registered in or leased by that State Party, the whole capacity of which has been reserved by or on behalf of such authorities. IN WITNESS WHEREOF the undersigned Plenipotentiaries, having been duly authorized, have signed this Convention. DONE at Montreal on the 28th day of May of the year one thousand nine hundred and ninety-nine in the English, Arabic, Chinese, French, Russian and Spanish languages, all texts being equally authentic. This Convention shall remain deposited in the archives of the International Civil Aviation Organization, and certified copies thereof shall be transmitted by the Depositary to all States Parties to this Convention, as well as to all States Parties to the Warsaw Convention, The Hague Protocol, the Guadalajara Convention, the Guatemala City Protocol, and the Montreal Protocols. DRŽAVE POGODBENICE TE KONVENCIJE SO OB PRIZNANJU pomembnega prispevka Konvencije o izenačitvi nekaterih pravil, ki se nanašajo na mednarodni zračni prevoz, podpisane 12. oktobra 1929 v Varšavi, v nadaljnjem besedilu Varšavska konvencija, in drugih dokumentov, ki se nanjo nanašajo, za uskladitev mednarodnega zasebnega letalskega prava; OB PRIZNANJU potrebe po posodobitvi in uskladitvi Varšavske konvencije in dokumentov, ki se nanjo nanašajo; OB PRIZNANJU pomena varstva interesov uporabnikov mednarodnega letalskega prevoza in potrebe po pravičnem nadomestilu, ki temelji na načelu povračila; OB PONOVNI POTRDITVI želje po urejenem razvoju mednarodnega letalskega prometa in nemotenega pretoka potnikov, prtljage in tovora v skladu z načeli in cilji Konvencije o mednarodnem civilnem letalstvu, sestavljene v Čikagu 7. decembra 1944; V PREPRIČANJU, da je skupno ukrepanje držav za nadaljnje usklajevanje in uzakonitev nekaterih pravil, ki urejajo mednarodni letalski prevoz, z novo konvencijo najustreznejše sredstvo za dosego pravičnega ravnotežja interesov, SKLENILE: 1. Ta konvencija se uporablja za ves mednarodni prevoz oseb, prtljage ali tovora, ki ga letala opravljajo za plačilo. Prav tako se uporablja za brezplačni letalski prevoz, ki ga opravi letalski prevoznik. 2. V tej konvenciji izraz mednarodni prevoz pomeni vsak prevoz, pri katerem sta po dogovoru med pogodbenicama kraj odhoda in namembni kraj ne glede na to, ali se prekine prevoz ali pretovarjanje ali ne, na ozemljih dveh držav pogodbenic ali na ozemlju ene države pogodbenice, če je dogovorjeni kraj za vmesni postanek na ozemlju druge države, tudi če ta država ni država pogodbenica. Prevoz med dvema točkama na ozemlju ene države pogodbenice brez dogovorjenega kraja vmesnega postanka na ozemlju druge države ni mednarodni prevoz v smislu te konvencije. 3. Prevoz, ki ga bo opravilo več prevoznikov drug za drugim, se v tej konvenciji šteje za enoten prevoz, če ga pogodbenice štejejo za en sam prevoz, ne glede na to, ali je bil dogovorjen na podlagi ene same pogodbe ali več pogodb in ostaja mednarodni prevoz, tudi če bo ena ali več pogodb v celoti izpolnjenih na ozemlju iste države. 4. Ta konvencija se uporablja tudi za prevoz, kot je opisan v V. poglavju, ob upoštevanju pogojev, ki so v njem navedeni. 1. Konvencija se uporablja za prevoz, ki ga opravi država ali zakonito ustanovljene javnopravne organizacije, če so izpolnjeni pogoji iz 1. člena. 2. Pri prevozu poštnih pošiljk je prevoznik odgovoren le ustrezni poštni upravi v skladu s pravili, ki se uporabljajo za odnose med prevozniki in poštnimi upravami. 3. Razen drugega odstavka tega člena se določbe te konvencije ne uporabljajo za prevoz poštnih pošiljk. 1. Za prevoz potnikov se izda posamezna ali skupna prevozna listina, ki vsebuje: (a) navedbo kraja odhoda in namembnega kraja; (b) če sta kraj odhoda in namembni kraj na ozemlju ene države pogodbenice, en ali več dogovorjenih krajev za vmesni postanek pa so na ozemlju druge države, navedbo vsaj enega takega kraja vmesnega postanka. 2. Namesto izdaje listine, omenjene v prvem odstavku, se lahko uporabi tudi kakršen koli drug način, ki ohranja informacijo iz prvega odstavka. Če se uporablja drug način, prevoznik ponudi potniku, da bo izstavil pisno izjavo o tako ohranjeni informaciji. 3. Prevoznik izda potniku prtljažni listek za vsak kos pregledane prtljage. 4. Potnik dobi pisno obvestilo, da ta konvencija, povsod kjer se uporablja, ureja in lahko omeji odgovornost prevoznikov za smrt ali poškodbo in za uničenje ali izgubo prtljage ali škodo na njej in za zamudo. 5. Neizpolnjevanje določb iz prejšnjih odstavkov ne vpliva na obstoj ali veljavnost pogodbe o prevozu, za katero kljub temu veljajo pravila te konvencije, vključno s tistimi, ki se nanašajo na omejitev odgovornosti. 1. Za prevoz tovora se izda letalski tovorni list. 2. Namesto izdaje letalskega tovornega lista se lahko uporabi kakršen koli drug način, ki ohranja zapis o prevozu, ki naj se opravi. Če se uporablja ta drugi način, prevoznik izda pošiljatelju potrdilo o prevzemu tovora, ki omogoča prepoznavanje pošiljke, ter dostop do podatkov iz zapisa, ohranjenega na tak način. Letalski tovorni list ali potrdilo o prevzemu tovora vključuje: (a) navedbo kraja odhoda in namembnega kraja; (b) če sta kraj odhoda in namembni kraj na ozemlju ene države pogodbenice, en ali več dogovorjenih krajev za vmesni postanek pa na ozemlju druge države, navedbo vsaj enega kraja vmesnega postanka in (c) navedbo teže pošiljke. Če je to potrebno za izpolnitev carinskih, policijskih in podobnih uradnih formalnosti, se od pošiljatelja lahko zahteva, da izda listino z navedbo vrste tovora. Ta določba za prevoznika ne pomeni nobene dolžnosti, obveznosti ali odgovornosti, ki bi iz nje izhajala. 1. Pošiljatelj izpolni letalski tovorni list v treh izvirnih delih. 2. Prvi del je označen “za prevoznika“; podpiše ga pošiljatelj. Drugi del je označen “za prejemnika“, podpišeta ga pošiljatelj in prevoznik. Tretji del podpiše prevoznik in ga izroči pošiljatelju, potem ko je bil tovor prevzet. 3. Podpis prevoznika in pošiljatelja je lahko natisnjen ali odtisnjen. 4. Če na zahtevo pošiljatelja letalski tovorni list izpolni prevoznik, se šteje, da je prevoznik to storil v imenu pošiljatelja, razen če se ne dokaže nasprotno. Za več kot en paket: (a) ima prevoznik tovora pravico, da od pošiljatelja zahteva, da izpolni ločene letalske tovorne liste; (b) ima pošiljatelj pravico, da od prevoznika zahteva, da izda ločena potrdila o prevzemu tovora, če se uporabi drug način, omenjen v drugem odstavku 4. člena. Neizpolnjevanje določb od 4. do 8. člena ne vpliva na obstoj ali veljavnost pogodbe o prevozu, za katero kljub temu veljajo pravila te konvencije, vključno s tistimi, ki se nanašajo na omejitev odgovornosti. 1. Pošiljatelj je odgovoren za pravilnost podatkov in navedb v zvezi s tovorom, ki jih vpiše v letalski tovorni list ali so vanj vpisani v njegovem imenu ali jih da pošiljatelju ali so mu v njegovem imenu sporočeni za vpis v potrdilo o prevzemu tovora ali za vpis v zapis, ki se ohranja na drug način, omenjen v drugem odstavku 4. člena. Omenjeno velja tudi, če je oseba, ki deluje v imenu pošiljatelja, hkrati zastopnik prevoznika. 2. Pošiljatelj povrne prevozniku vso škodo, ki jo ima ta ali katera koli oseba, ki ji je prevoznik odgovoren, zaradi nepravilnosti, netočnosti ali nepopolnosti podatkov in navedb, ki jih da pošiljatelj, ali so sporočene v njegovem imenu. 3. Ob upoštevanju določb prvega in drugega odstavka tega člena prevoznik povrne pošiljatelju vso škodo, ki jo ima ta ali katera koli oseba, ki ji je pošiljatelj odgovoren, zaradi nepravilnosti, netočnosti ali nepopolnosti podatkov in navedb, ki jih prevoznik vpiše v svojem ali njegovem imenu, v potrdilo o prevzemu tovora ali v zapis, ki se ohranja na drug način, omenjen v drugem odstavku 4. člena. 1. Letalski tovorni list ali potrdilo o prevzemu tovora je prima facie dokaz o sklenitvi pogodbe, prevzemu tovora in pogojih prevoza, ki so v njej omenjeni. 2. Vse navedbe v letalskem tovornem listu ali potrdilu o prevzemu tovora v zvezi s težo, velikostjo in pakiranjem tovora ter navedbe števila paketov so prima facie dokaz za navedena dejstva; navedbe v zvezi s količino, prostornino in stanjem tovora niso dokaz proti prevozniku, razen če jih ta ni preveril v prisotnosti pošiljatelja in je to navedeno v letalskem tovornem listu ali potrdilu o prevzemu tovora, ali če se nanašajo na očitno stanje tovora. 1. Ob upoštevanju odgovornosti, da izpolni vse obveznosti po pogodbi o prevozu, ima pošiljatelj pravico, da razpolaga s tovorom tako, da ga prevzame na letališču odhoda ali namembnem letališču, da ga ustavi med prevozom pri katerem koli pristanku ali da zahteva, da se prepelje v namembni kraj ali med prevozom drugi osebi in ne prvotno določenemu prejemniku ali da zahteva, da se vrne na letališče odhoda. Pošiljatelj te pravice razpolaganja ne sme uresničevati tako, da škoduje prevozniku ali drugim pošiljateljem in mora povrniti vse izdatke, ki bi nastali zaradi uresničevanja te pravice. 2. Če je nemogoče izpolniti navodila pošiljatelja, ga mora prevoznik o tem nemudoma obvestiti. 3. Če prevoznik izpolni navodila pošiljatelja glede razpolaganja s tovorom, ne da bi zahteval predložitev dela letalskega tovornega lista ali potrdila o prevzemu tovora, ki mu ga je izdal, bo prevoznik odgovoren za vso škodo, ki utegne biti s tem povzročena kateri koli osebi, ki zakonito poseduje ta del letalskega tovornega lista ali potrdila o prevzemu tovora, kar pa ne vpliva na pravico prevoznika, da se poplača pri pošiljatelju. 4. Pravica, podeljena pošiljatelju, preneha v trenutku, ko nastopi pravica prejemnika v skladu s 13. členom. Če pa prejemnik zavrne prevzem blaga ali z njim ni mogoče stopiti v stik, pošiljatelj ponovno dobi pravico do razpolaganja. 1. Razen če pošiljatelj ni uveljavil svoje pravice iz 12. člena, je prejemnik upravičen, da ob prihodu tovora v namembni kraj od prevoznika zahteva, da mu tovor dostavi ob plačilu nastalih stroškov in ob izpolnitvi pogojev prevoza. 2. Če ni drugače dogovorjeno, je dolžnost prevoznika, da prejemnika obvesti, takoj ko tovor prispe. 3. Če prevoznik prizna, da se je tovor izgubil ali če tovor ni prispel po sedmih dneh od dneva, ko bi moral prispeti, je prejemnik upravičen, da proti prevozniku uveljavi pravice, ki izhajajo iz pogodbe o prevozu. Pošiljatelj in prejemnik lahko vsak v svojem imenu uveljavlja vse pravice, ki mu jih dajeta 12. in 13. člen, ne glede na to ali deluje v svojem interesu ali v interesu drugega, če izpolnjuje obveznosti iz pogodbe o prevozu. 1. 12., 13. in 14. člen ne vplivajo niti na medsebojne odnose med pošiljateljem in prejemnikom niti na medsebojne odnose tretjih, katerih pravice izhajajo od pošiljatelja ali prejemnika. 2. Določbe 12., 13. in 14. člena se lahko spreminjajo le z izrecno določbo v letalskem tovornem listu ali potrdilu o prevzemu tovora. 1. Pošiljatelj mora priskrbeti take podatke in dokumente, kot so potrebni za izpolnitev carinskih, policijskih in drugih uradnih formalnosti, preden se lahko blago dostavi prejemniku. Pošiljatelj je prevozniku odgovoren za vso škodo, ki bi nastala zaradi odsotnosti, nezadostnosti ali nepravilnosti takih podatkov ali listin, razen če škoda ni nastala zaradi napake prevoznika, njegovih uslužbencev ali zastopnikov. 2. Prevoznik ni zavezan preverjati pravilnosti ali zadostnosti takih podatkov ali listin. 1. Prevoznik je odgovoren za škodo ob smrti ali telesni poškodbi potnika le pod pogojem, da je do nesreče, ki je povzročila smrt ali poškodbo, prišlo na letalu ali med vkrcanjem ali izkrcanjem. 2. Prevoznik je odgovoren za škodo ob uničenju ali izgubi prijavljene prtljage ali škode na njej le pod pogojem, da je do dogodka, ki je povzročil uničenje, izgubo ali škodo, prišlo na letalu ali v času, ko je bil za prijavljeno prtljago odgovoren prevoznik. Vendar pa prevoznik ni odgovoren, če je škoda posledica notranje napake ali kakovosti prtljage ali napake na njej. Če gre za prijavljeno prtljago, vključno z osebnimi predmeti, je prevoznik odgovoren, če je škoda nastala po njegovi krivdi ali po krivdi njegovih uslužbencev ali zastopnikov. 3. Če prevoznik prizna izgubo prijavljene prtljage ali če prtljaga ni prispela po enaindvajsetih dneh od dneva, ko bi morala prispeti, je potnik upravičen, da proti prevozniku uveljavlja pravice iz pogodbe o prevozu. 4. Če v tej konvenciji ni drugače določeno, izraz prtljaga pomeni prijavljeno in neprijavljeno prtljago. 1. Prevoznik je odgovoren za škodo na tovoru ob uničenju ali izgubi tovora ali škode na njem le pod pogojem, da je do povzročitve škode prišlo med letalskim prevozom. 2. Prevoznik pa ni odgovoren, če dokaže, da je uničenje ali izguba tovora ali škoda na njem nastala zaradi: (a) notranje napake, kakovosti tovora ali napake na njem; (b) neustreznega pakiranja tovora, ki ga je opravila druga oseba in ne prevoznik ali njegovi uslužbenci ali zastopniki; (c) vojne ali oboroženega spopada; (d) dejanja državnega organa, opravljenega v zvezi z uvozom, izvozom ali tranzitom tovora. 3. Letalski prevoz v smislu prvega odstavka tega člena je čas, v katerem je za tovor odgovoren prevoznik. 4. V čas letalskega prevoza ni vključen prevoz po kopnem, morju ali notranjih plovnih poteh, ki se opravi zunaj letališča. Če pa se tak prevoz opravi v okviru izvajanja pogodbe za letalski prevoz zaradi natovarjanja, dobave ali pretovarjanja, se šteje, da je vsaka škoda posledica dogodka, ki se je zgodil med letalskim prevozom, razen če ni dokazov o nasprotnem. Če prevoznik brez soglasja pošiljatelja prevoz, za katerega sta se pogodbenici dogovorili, da bo letalski prevoz, nadomesti z drugim načinom prevoza, se šteje, da je tak prevoz opravljen v času letalskega prevoza. Prevoznik je odgovoren za škodo zaradi zamude v letalskem prevozu oseb, prtljage ali tovora. Prevoznik pa ni odgovoren za škodo zaradi zamude, če dokaže, da so on, njegovi uslužbenci in zastopniki ukrenili vse, kar se od njih lahko upravičeno zahteva, da bi se izognili škodi, ali da tako niso mogli ukrepati. Če prevoznik dokaže, da je škodo povzročila ali k njej prispevala malomarnost ali drugo nedopustno ravnanje ali opustitev osebe, ki zahteva odškodnino, ali osebe, po kateri se uveljavljajo te pravice, je prevoznik v celoti ali delno oproščen odgovornosti do vlagatelja zahtevka, če je taka malomarnost ali nedopustno ravnanje ali opustitev povzročila škodo ali k njej prispevala. Če zaradi smrti ali poškodbe potnika odškodnino zahteva druga oseba in ne potnik, je prevoznik prav tako v celoti ali delno oproščen odgovornosti, če dokaže, da je škodo povzročila ali k njej prispevala malomarnost ali drugo nedopustno ravnanje ali opustitev potnika. Ta člen se uporablja za vse določbe o odgovornosti v tej konvenciji, vključno s prvim odstavkom 21. člena. 1. Prevoznik ne more izključiti ali omejiti svoje odgovornosti za škodo, ki izhaja iz prvega odstavka 17. člena in ne presega 100.000 posebnih pravic črpanja. 2. Prevoznik ni odgovoren za škodo, ki izhaja iz prvega odstavka 17. člena, ki za vsakega potnika presega 100.000 posebnih pravic črpanja, če dokaže, da: (a) taka škoda ni bila posledica malomarnosti ali drugega nedopustnega ravnanja ali opustitve prevoznika, njegovih uslužbencev ali zastopnikov ali (b) je taka škoda nastala izključno zaradi malomarnosti ali drugega nedopustnega ravnanja ali opustitve tretje osebe. 1. Če je nastala škoda, ki jo je povzročila zamuda, kot je podrobno določena v 18. členu, je pri prevozu oseb odgovornost prevoznika za vsakega potnika omejena na 4.150 posebnih pravic črpanja. 2. Pri prevozu prtljage je odgovornost prevoznika ob uničenju, izgubi, škodi ali zamudi omejena na 1.000 posebnih pravic črpanja za vsakega potnika, razen če potnik v času, ko je prijavljeno prtljago izročil prevozniku, ni posebej navedel vrednosti dostave v namembni kraj in plačal dodatnega zneska, če se to zahteva. V tem primeru bo prevoznik odgovoren za plačilo zneska, ki ne presega navedene vrednosti, razen če dokaže, da je vsota večja kot dejanska vrednost, ki jo ima za potnika dostava v namembni kraj. 3. Pri prevozu tovora je odgovornost prevoznika ob uničenju, izgubi, škodi ali zamudi omejena na znesek 171 posebnih pravic črpanja za kilogram, razen če pošiljatelj v času, ko je paket izročil prevozniku, ni posebej navedel vrednosti dostave v namembni kraj in plačal dodatnega zneska, če se to zahteva. V tem primeru bo prevoznik odgovoren za plačilo zneska, ki ne presega navedene vrednosti, razen če dokaže, da je vsota večja kot dejanska vrednost, ki jo ima za pošiljatelja dostava v namembni kraj. 4. Ob uničenju ali izgubi dela tovora ali katerega koli predmeta, ki ga vsebuje, škodi na njem ali zamudi je teža, ki jo je treba upoštevati pri določanju zneska, na katerega je omejena odgovornost prevoznika, le celotna teža paketa ali paketov. Če pa uničenje, izguba, škoda ali zamuda dela tovora ali predmeta, ki ga ta vsebuje, vpliva na vrednost drugih paketov, ki so vključeni v isti letalski tovorni list ali isto potrdilo o prevzemu, oziroma če nista bila izdana, v isti zapis, ohranjen na drug način, kot je omenjen v drugem odstavku 4. člena, se pri določanju omejitve odgovornosti upošteva tudi celotna teža takega paketa ali takih paketov. 5. Določbe prvega in drugega odstavka tega člena se ne uporabljajo, če se dokaže, da je škoda posledica dejanja ali opustitve prevoznika, njegovih uslužbencev ali zastopnikov, storjena z namenom povzročiti škodo ali brezobzirno in z zavedanjem, da bo verjetno nastala škoda, če se pri takem dejanju ali opustitvi uslužbenca ali zastopnika tudi dokaže, da je to storil v okviru svoje službe. 6. Omejitve, predpisane v 21. in v tem členu, ne preprečujejo, da bi sodišče poleg tega po lastnem pravu v celoti ali delno prisodilo sodne stroške in druge stroške postopka, ki jih je povzročil tožnik, vključno z obrestmi. Ta določba pa se ne uporablja, če znesek prisojene odškodnine brez sodnih stroškov in drugih stroškov postopka ne presega zneska, ki ga je prevoznik pisno ponudil tožniku v šestih mesecih od dneva dogodka, ki je povzročil škodo, ali pred začetkom tožbe, če je to kasneje. 1. Za zneske, izražene s posebno pravico črpanja, se v tej konvenciji šteje, da se nanašajo na posebno pravico črpanja, kot jo opredeljuje Mednarodni denarni sklad. Pretvarjanje zneskov v nacionalne valute se pri sodnem postopku opravi v skladu z vrednostjo teh valut, izraženo s posebno pravico črpanja na dan sodbe. Vrednost nacionalne valute, izražene s posebno pravico črpanja države pogodbenice, ki je članica Mednarodnega denarnega sklada, se izračuna v skladu z metodo določitve vrednosti, ki jo uporablja Mednarodni denarni sklad, in na dan sodbe velja za njegove posle in prenose. Vrednost nacionalne valute, izražene s posebno pravico črpanja države pogodbenice, ki ni članica Mednarodnega denarnega sklada, se izračuna na način, ki ga določi ta država. 2. Vendar lahko države, ki niso članice Mednarodnega denarnega sklada in katerih pravo ne dovoljuje uporabe določb prvega odstavka tega člena, ob ratifikaciji ali pristopu ali kadar koli kasneje izjavijo, da se omejitev odgovornosti prevoznika, predpisana v 21. členu, določi v znesku 1,500.000 denarnih enot na potnika v sodnem postopku na njihovem ozemlju, 62.500 denarnih enot na potnika v zvezi s prvim odstavkom 22. člena, 15.000 denarnih enot na potnika v zvezi z drugim odstavkom 22. člena in 250 denarnih enot na kilogram v zvezi s tretjim odstavkom 22. člena. Ta denarna enota ustreza petinšestdeset in pol miligramom zlata čistoče devetsto tisočin. Ti zneski se lahko pretvorijo v ustrezno nacionalno valuto, pri čemer se zaokrožijo. V nacionalno valuto se pretvorijo v skladu s pravom te države. 3. Izračun, omenjen v zadnjem stavku prvega odstavka tega člena, in način pretvorbe, omenjen v drugem odstavku tega člena, se opravita tako, da v nacionalni valuti države pogodbenice izražata kolikor mogoče enako realno vrednost zneskov iz 21. in 22. člena, kot bi izhajala iz uporabe prvih treh stavkov prvega odstavka tega člena. Države pogodbenice ob deponiranju listine o ratifikaciji, sprejetju ali odobritvi konvencije ali pristopa k njej depozitarja obvestijo o načinu izračuna po prvem odstavku tega člena oziroma o rezultatu pretvorbe iz drugega odstavka tega člena in ob vsaki spremembi enega ali drugega. 1. Brez vpliva na določbe 25. člena te konvencije in ob upoštevanju drugega odstavka tega člena depozitar vsakih pet let pregleda omejitve odgovornosti, predpisane v 21., 22. in 23. členu, pri čemer se prvi tak pregled opravi na koncu petega leta po dnevu začetka veljavnosti te konvencije ali, če konvencija ne začne veljati v petih letih po dnevu, ko je bila dana na voljo za podpis, v prvem letu njenega začetka veljavnosti s sklicevanjem na faktor inflacije, ki ustreza akumulirani stopnji inflacije od zadnjega pregleda ali v prvem primeru od dneva začetka veljavnosti konvencije. Mera za stopnjo inflacije, ki se uporabi pri določanju faktorja inflacije, je tehtano povprečje letnih stopenj zvišanja ali znižanja indeksov gibanja maloprodajnih cen držav, katerih valute sestavljajo posebno pravico črpanja, omenjeno v prvem odstavku 23. člena. 2. Če se pri pregledu iz prejšnjega odstavka ugotovi, da je faktor inflacije višji od 10 odstotkov, depozitar uradno obvesti države pogodbenice o spremembi omejitve odgovornosti. Vsaka taka sprememba začne veljati šest mesecev po tem, ko je bila uradno sporočena državam pogodbenicam. Če v treh mesecih po tem, ko je bila sporočena državam pogodbenicam, večina držav uradno sporoči svoje nesoglasje, sprememba ne začne veljati in depozitar na sestanku predloži zadevo državam pogodbenicam. Depozitar takoj obvesti vse države pogodbenice o začetku veljavnosti vsake spremembe. 3. Ne glede na prvi odstavek tega člena se kadar koli uporablja postopek iz drugega odstavka tega člena, če ena tretjina držav pogodbenic izrazi tako željo in če je faktor inflacije, omenjen v prvem odstavku, presegel 30 odstotkov od prejšnje spremembe ali od dneva začetka veljavnosti konvencije, če prejšnje spremembe ni bilo. Kasnejši pregledi po postopku, opisanem v prvem odstavku tega člena, bodo vsakih pet let, začnejo pa se na koncu petega leta po dnevu pregledov po tem odstavku. Prevoznik lahko določi, da za pogodbo veljajo višje omejitve odgovornosti, kot so predvidene v tej konvenciji, ali da odgovornost sploh ne bo omejena. Vsaka določba, ki skuša prevoznika oprostiti odgovornosti ali določiti nižjo omejitev, kot je določena v tej konvenciji, je nična, toda ničnost vsake take določbe ne pomeni ničnosti celotne pogodbe, za katero še naprej veljajo določbe te konvencije. Nič v tej konvenciji ne preprečuje prevozniku, da zavrne sklenitev pogodbe o prevozu, da se odreče kakršni koli obrambi, ki je na voljo po tej konvenciji, ali določi pogoje, ki niso v nasprotju z določbami konvencije. Ob letalskih nesrečah, katerih posledica je smrt ali poškodba potnikov, prevoznik nemudoma plača akontacijo fizični osebi ali osebam, ki so upravičene zahtevati odškodnino, za zadovoljitev njihovih takojšnjih materialnih potreb, če to zahteva pravo njegove države. Predplačilo ne pomeni priznanja odgovornosti in ga prevoznik lahko poračuna z vsemi zneski, ki jih kasneje izplača kot odškodnino. Pri prevozu potnikov, prtljage in tovora se lahko vsaka tožba za povračilo škode, tudi če je upravičena, bodisi po tej konvenciji, po pogodbi, zaradi odškodninske odgovornosti ali kako drugače vloži le ob upoštevanju pogojev in omejitev odgovornosti, kot so določeni v tej konvenciji, brez poseganja v vprašanje, kdo so osebe, ki imajo pravico tožiti, in kakšne so njihove pravice. V vsaki taki tožbi ni mogoče izterjati dodatne globe k odškodnini, kazenske odškodnine ali kakšne druge odškodnine, ki ni nadomestilo za škodo. 1. Če se proti uslužbencu ali zastopniku prevoznika vloži tožba zaradi škode, na katero se nanaša konvencija, je tak uslužbenec ali zastopnik, če dokaže, da je to storil v okviru svoje službe, upravičen, da izkoristi pogoje in omejitve odgovornosti, na katere se po tej konvenciji lahko sklicuje tudi sam prevoznik. 2. Celotni znesek, ki se lahko izterja od prevoznika, njegovih uslužbencev in zastopnikov, v tem primeru ne sme preseči omenjenih omejitev. 3. Razen prevoza tovora se določbe prvega in drugega odstavka tega člena ne uporabljajo, če se dokaže, da je škoda posledica dejanja ali opustitve uslužbenca ali zastopnika, storjena z namenom, da se povzroči škoda ali brezobzirno in z zavedanjem, da bo verjetno nastala škoda. 1. Če oseba, ki je upravičena do izročitve prijavljene prtljage ali tovora, to sprejme brez reklamacije, je to prima facie dokaz, da je bilo dostavljeno v dobrem stanju in v skladu s prevozno listino ali zapisom, ohranjenim na drug način, omenjen v drugem odstavku 3. člena in v drugem odstavku 4. člena. 2. Ob škodi se mora oseba, upravičena do izročitve, takoj po odkritju škode pritožiti prevozniku, najkasneje pa v sedmih dneh od dneva prejema, če gre za prijavljeno prtljago, in v štirinajstih dneh od dneva prejema, če gre za tovor. Ob zamudi je treba reklamacijo vložiti vsaj v enaindvajsetih dneh od dneva, ko je bila prtljaga ali tovor dan na voljo. 3. Vsaka reklamacija mora biti pisna in predana ali odposlana v navedenih rokih. 4. Če reklamacija ni vložena v navedenih rokih, tožba proti prevozniku ni dopustna, razen ob njegovi prevari. Če odgovorna oseba umre, se za odškodnino v skladu z določbami te konvencije tožijo tisti, ki pravno zastopajo njeno zapuščino. 1. Odškodninsko tožbo je treba po izbiri tožnika vložiti na ozemlju ene od držav pogodbenic bodisi na sodišču v kraju stalnega prebivališča prevoznika ali glavnega sedeža podjetja ali sedeža podjetja, prek katerega je bila sklenjena pogodba, ali na sodišču v namembnem kraju. 2. Za škodo, ki izhaja iz smrti ali poškodbe potnika, se lahko tožba vloži na enem od sodišč, omenjenih v prvem odstavku tega člena, ali na ozemlju države pogodbenice, na katerem ima potnik v času nesreče glavno in stalno prebivališče in v katerega ali iz katerega prevoznik opravlja letalske prevoze potnikov z lastnimi letali ali z letali drugega prevoznika na podlagi poslovnega dogovora in v katerem prevoznik opravlja svoje posle letalskega prevoza potnikov iz prostorov, ki jih ima v zakupu ali v lasti sam ali kak drug prevoznik, s katerim ima poslovni dogovor. 3. V drugem odstavku: (a) poslovni dogovor pomeni dogovor, ki ni zastopniška pogodba med prevozniki v zvezi z zagotavljanjem ali trženjem njihovih skupnih storitev potniškega letalskega prevoza; (b) glavno in stalno prebivališče pomeni določeno in stalno prebivališče potnika v času nesreče. V tem pogledu državljanstvo potnika ni odločilni dejavnik. 4. Vprašanja v zvezi s postopkom ureja pravo sodišča, ki mu je primer predložen. 1. Ob upoštevanju določb tega člena pogodbenice pogodbe o prevozu tovora lahko določijo, da se vsak spor v zvezi z odgovornostjo prevoznika po tej konvenciji rešuje z arbitražo. Tak dogovor mora biti pisen. 2. Arbitražni postopek po izbiri vlagatelja zahtevka poteka v kraju ene od sodnih pristojnosti, navedenih v 33. členu. 3. Razsodnik ali razsodišče uporablja določbe te konvencije. 4. Za določbe drugega in tretjega odstavka tega člena se šteje, da so del vsake arbitražne določbe ali sporazuma in vsako določilo iz take določbe ali sporazuma, ki ni v skladu z njim, je nično. 1. Pravica do odškodnine preneha, če tožba ni vložena v dveh letih od dneva prihoda v namembni kraj ali od dneva, ko bi letalo moralo prispeti, ali od dneva, ko je prevoz prenehal. 2. Način izračunavanja tega roka se določi po pravu sodišča, ki mu je primer predložen. 1. Pri prevozu, ki ga bo opravilo več prevoznikov drug za drugim in ki spada v opredelitev iz tretjega odstavka 1. člena, mora vsak prevoznik, ki sprejme potnike, prtljago ali tovor, upoštevati pravila te konvencije in se šteje, da je ena od pogodbenic pogodbe o prevozu, če se pogodba nanaša na del prevoza, ki se opravi pod njegovim nadzorom. 2. Pri prevozu te vrste lahko potnik ali katera koli druga oseba, ki je zanj upravičena do odškodnine, vloži tožbo le proti tistemu prevozniku, ki je opravil prevoz, med katerim se je zgodila nesreča ali je prišlo do zamude, razen kadar je po izrecnem dogovoru prvi prevoznik prevzel odgovornost za celotno potovanje. 3. Glede prtljage ali tovora bosta imela potnik ali pošiljatelj pravico do tožbe proti prvemu prevozniku, potnik ali prejemnik, ki je upravičen do dostave, pa pravico do tožbe proti zadnjemu prevozniku, poleg tega pa lahko vsak vloži tožbo proti prevozniku, ki je opravil prevoz, med katerim je prišlo do uničenja, izgube, škode ali zamude. Ti prevozniki bodo solidarno odgovorni potniku ali pošiljatelju ali prejemniku. Nič v tej konvenciji ne posega v vprašanje, ali ima oseba, odgovorna za škodo v skladu z njenimi določbami, regresno pravico do katere koli druge osebe. 1. Pri kombiniranem prevozu, ki se delno opravi z letalom in delno z drugim načinom prevoza, se ob upoštevanju četrtega odstavka 18. člena uporabljajo določbe te konvencije le za letalski prevoz, če zanj veljajo določila 1. člena. 2. Nič v tej konvenciji ne preprečuje pogodbenicam, da pri kombiniranem prevozu v listino o letalskem prevozu vpišejo pogoje, ki se nanašajo na druge načine prevoza pod pogojem da se za letalski prevoz upoštevajo določbe te konvencije. Določbe tega poglavja se uporabljajo, če oseba (v nadaljnjem besedilu pogodbeni prevoznik) kot principal sklene pogodbo o prevozu, ki ga ureja ta konvencija, s potnikom ali pošiljateljem ali z osebo, ki deluje v imenu potnika ali pošiljatelja, in druga oseba (v nadaljnjem besedilu dejanski prevoznik) na podlagi pooblastila pogodbenega prevoznika opravi celoten prevoz ali del prevoza, vendar pa v zvezi s tem delom ni zaporedni prevoznik v smislu te konvencije. Šteje se, da tako pooblastilo obstaja, če ni dokaza o nasprotnem. Če v tem poglavju ni drugače določeno in če dejanski prevoznik opravi celoten prevoz ali del prevoza, ki ga v skladu s pogodbo iz 39. člena ureja ta konvencija, veljajo pravila te konvencije za pogodbenega in dejanskega prevoznika, za prvega za celotni prevoz določen v pogodbi, za drugega pa le za prevoz, ki ga dejansko opravi. 1. Dejanja in opustitve dejanskega prevoznika in njegovih uslužbencev ter zastopnikov, ki jih storijo v okviru svoje službe, se v zvezi s prevozom, ki ga opravi dejanski prevoznik, štejejo tudi za dejanja in opustitve pogodbenega prevoznika. 2. Dejanja in opustitve pogodbenega prevoznika in njegovih uslužbencev ter zastopnikov, ki jih storijo v okviru svoje službe, se v zvezi s prevozom, ki ga opravi dejanski prevoznik, štejejo tudi za dejanja in opustitve dejanskega prevoznika. Vendar dejanski prevoznik za nobeno tako dejanje ali opustitev ne bo prevzel odgovornosti, ki presega zneske, navedene v 21., 22., 23. in 24. členu konvencije. Noben poseben dogovor, po katerem pogodbeni prevoznik prevzema obveznosti, ki jih ne nalaga ta konvencija, ali se odpoveduje pravicam ali možnostim obrambe, ki jih daje ta konvencija ali kakršna koli posebna izjava o vrednosti dostave v namembni kraj, opredeljena v 22. členu, ne vpliva na dejanskega prevoznika, razen če ni soglašal z njo. Reklamacija ali navodilo prevozniku po tej konvenciji ima enako veljavo, če je naslovljeno na pogodbenega ali dejanskega prevoznika. Kljub temu pa navodila iz 12. člena te konvencije veljajo, le če so naslovljena na pogodbenega prevoznika. V zvezi s prevozom, ki ga opravi dejanski prevoznik, je vsak uslužbenec ali zastopnik tega prevoznika ali pogodbenega prevoznika, ki dokaže, da je ravnal v okviru svoje službe, upravičen, da izkoristi pogoje in omejitve odgovornosti, ki se po tej konvenciji uporabljajo za prevoznika, katerega uslužbenec ali zastopnik je, razen če se dokaže, da je ravnal na način, ki preprečuje sklicevanje na omejitve odgovornosti v skladu s to konvencijo. Za prevoz, ki ga opravi dejanski prevoznik, skupni znesek, ki ga je mogoče izterjati od tega prevoznika, od pogodbenega prevoznika in njegovih uslužbencev in zastopnikov, ki ravnajo v okviru svoje službe, ne sme presegati najvišjega zneska, ki bi lahko bil po tej konvenciji dosojen pogodbenemu ali dejanskemu prevozniku, toda nobena od omenjenih oseb ne more biti odgovorna za znesek, višji od zanje veljavne omejitve. Za prevoz, ki ga opravi dejanski prevoznik, se za odškodnino po izbiri tožnika lahko vloži tožba proti temu prevozniku ali pogodbenemu prevozniku ali obema skupaj ali ločeno. Če se vloži tožba le proti enemu od teh prevoznikov, ima ta pravico zahtevati, da je v postopek vključen tudi drugi prevoznik, pri čemer postopek in učinke ureja pravo sodišča, ki mu je bila zadeva predložena. Tožbo za odškodnino, ki jo obravnava 45. člen, je treba po izbiri tožnika vložiti na ozemlju ene od pogodbenic bodisi na sodišču, na katerem se lahko vloži tožba proti pogodbenemu prevozniku, kot določa 33. člen te konvencije, ali na sodišču, ki je pristojno v kraju, v katerem dejanski prevoznik običajno prebiva ali ima svoj glavni sedež podjetja. Pogodbena določba, na podlagi katere bi bil pogodbeni ali dejanski prevoznik oproščen odgovornosti po tem poglavju ali ki bi določala nižjo omejitev, kot velja v skladu s tem poglavjem, je nična, toda ničnost take določbe ne pomeni ničnosti celotne pogodbe, za katero še naprej veljajo določbe tega poglavja. Razen določb 45. člena nič v tem poglavju ne vpliva na pravice in obveznosti med prevoznikoma, vključno z regresno pravico ali pravico do odškodnine. Določbe v pogodbi o prevozu in vseh posebnih sporazumih, sklenjenih, preden je prišlo do škode, s katero pogodbenice domnevno kršijo pravila, ki jih določa ta konvencija, bodisi glede določitve prava, ki ga je treba uporabljati, bodisi s spremembo pravil v zvezi s sodno pristojnostjo, so nične. Države pogodbenice zahtevajo, da imajo prevozniki sklenjeno ustrezno zavarovanje za kritje svoje odgovornosti po tej konvenciji. Država pogodbenica lahko od prevoznika, ki opravlja prevoze vanjo, zahteva, da priskrbi dokaz o ustreznem zavarovanju za kritje njegove odgovornosti po tej konvenciji. Določbe 3. do 5., 7 in 8. člena v zvezi z dokumentacijo o prevozu se ne uporabljajo, če se prevoz opravi v izrednih razmerah, ki presegajo običajni obseg poslovanja prevoznika. Izraz dnevi, ki se uporablja v tej konvenciji, pomeni koledarske in ne delovne dni. 1. Ta konvencija je bila 28. maja 1999 v Montrealu dana na voljo za podpis državam, ki so sodelovale na Mednarodni konferenci o letalskem pravu, ki je potekala od 10. do 28. maja 1999. Po 28. maju 1999 je konvencija na voljo za podpis vsem državam na sedežu Mednarodne organizacije civilnega letalstva v Montrealu, dokler ne začne veljati v skladu s šestim odstavkom tega člena. 2. Ta konvencija je podobno na voljo za podpis organizacijam za regionalno gospodarsko povezovanje. V tej konvenciji pomeni organizacija za regionalno gospodarsko povezovanje katero koli organizacijo, ki jo ustanovijo suverene države neke regije in je pristojna za določene zadeve, ki jih ureja ta konvencija, ter je pravilno pooblaščena za podpis in ratifikacijo, sprejetje in odobritev te konvencije ali pristop k njej. Sklicevanje na državo pogodbenico ali države pogodbenice v tej konvenciji, ki ni sklicevanje v smislu drugega odstavka 1. člena, točke (b) prvega odstavka 3. člena, točke (b) 5. člena, 23., 33., 46. člena in točke (b) 57. člena, se enako uporablja za organizacijo za regionalno gospodarsko povezovanje. Za namene 24. člena se sklicevanji na večino držav pogodbenic in eno tretjino držav pogodbenic ne uporabljata za organizacijo za regionalno gospodarsko povezovanje. 3. To konvencijo ratificirajo države in organizacije za regionalno gospodarsko povezovanje, ki so jo podpisale. 4. Država ali organizacija za regionalno gospodarsko povezovanje, ki te konvencije ne podpiše, jo lahko kadar koli sprejme, odobri ali k njej pristopi. 5. Listine o ratifikaciji, sprejetju, odobritvi ali pristopu se deponirajo pri Mednarodni organizaciji civilnega letalstva, ki je določena za depozitarja. 6. Ta konvencija začne med državami, ki so deponirale listino o ratifikaciji, sprejetju, odobritvi ali pristopu, veljati šestdeseti dan po dnevu deponiranja tridesete listine pri depozitarju. Za namene tega odstavka se ne šteje listina, ki jo je deponirala organizacija za regionalno gospodarsko povezovanje. 7. Za druge države in druge organizacije za regionalno gospodarsko povezovanje začne ta konvencija veljati šestdeset dni po datumu deponiranja listine o ratifikaciji, sprejetju, odobritvi ali pristopu. 8. Depozitar takoj uradno obvesti vse podpisnice in države pogodbenice o: (a) vsakem podpisu konvencije in datumu podpisa; (b) vsakem deponiranju listine o ratifikaciji, sprejetju, odobritvi ali pristopu in njegovem datumu; (c) datumu začetka veljavnosti konvencije; (d) datumu začetka veljavnosti katere koli spremembe omejitev odgovornosti, določenih s to konvencijo; (e) odpovedi po 54. členu. 1. Država pogodbenica lahko to konvencijo odpove s pisnim uradnim obvestilom depozitarju. 2. Odpoved začne veljati sto osemdeset dni po dnevu, ko depozitar prejme uradno obvestilo. Ta konvencija prevlada nad vsemi pravili, ki se uporabljajo za mednarodni letalski prevoz: 1. med državami pogodbenicami te konvencije na podlagi dejstva, da so te države skupno pogodbenice (a) Konvencije o unifikaciji nekaterih pravil, ki se nanašajo na mednarodni zračni prevoz, podpisane 12. oktobra 1929 v Varšavi (v nadaljevanju Varšavska konvencija); (b) Protokola o spremembi Konvencije o izenačitvi nekaterih pravil, ki se nanašajo na mednarodni zračni prevoz, podpisane 12. oktobra 1929 v Varšavi, sestavljenega v Haagu 28. septembra 1955 (v nadaljevanju Haaški protokol); (c) Konvencije, s katero se dopolnjuje Varšavska konvencija o izenačitvi nekaterih pravil v mednarodnem zračnem prevozu, ki ga opravlja nekdo, ki ni pogodbeni prevoznik, podpisane v Guadalajari 18. septembra 1961 (v nadaljevanju Konvencija iz Guadalajare); (d) Protokola o spremembi Konvencije o izenačitvi nekaterih pravil, ki se nanašajo na mednarodni zračni prevoz, podpisane 12. oktobra 1929 v Varšavi, kot je bila spremenjena s Protokolom, sestavljenim v Haagu 28. septembra 1955, podpisanim 8. marca 1971 v Ciudadu de Guatemala (v nadaljevanju Protokol iz Ciudada de Guatemala); (e) Dodatni protokoli št. 1 do 3 in Montrealski protokol št. 4 o spremembi Varšavske konvencije, kot je bila spremenjena s Haaškim protokolom, ali Varšavske konvencije, kot je bila spremenjena s Haaškim protokolom in Protokolom iz Ciudada de Guatemala, podpisani v Montrealu 25. septembra 1975 (v nadaljevanju Montrealski protokoli) ali 2. na ozemlju katere koli posamezne države pogodbenice te konvencije na podlagi dejstva, da je ta država pogodbenica enega ali več dokumentov, navedenih v točkah (a) do (e). 1. Če ima država eno ali več ozemeljskih enot, na katerih se uporabljajo različni pravni sistemi v zvezi z zadevami, ki jih obravnava ta konvencija, lahko ob podpisu, ratifikaciji, sprejetju, odobritvi ali pristopu izjavi, da se ta konvencija razširi na vse njene ozemeljske enote ali le na eno ali več ozemeljskih enot in lahko to izjavo kadar koli spremeni z drugo izjavo. 2. O vsaki taki izjavi uradno obvesti depozitarja in izrecno navede ozemeljske enote, za katere se ta konvencija uporablja. 3. Za državo pogodbenico, ki je dala tako izjavo: (a) se sklicevanje na nacionalno valuto v 23. členu razlaga kot sklicevanje na valuto ustrezne ozemeljske enote te države in (b) se sklicevanje na notranje pravo v 28. členu razlaga kot sklicevanje na pravo ustrezne ozemeljske enote te države. K tej konvenciji niso dovoljeni nobeni pridržki, razen da država lahko kadar koli z uradnim obvestilom depozitarju te konvencije izjavi, da se konvencija ne uporablja za: (a) mednarodni letalski prevoz, ki ga opravlja in izvaja ta država pogodbenica neposredno v nekomercialne namene za opravljanje svojih nalog in dolžnosti suverene države in/ali (b) prevoz oseb, tovora in prtljage za njene vojaške organe z letali, ki so registrirana v tej državi pogodbenici ali jih ta najame in katerih polno zmogljivost so rezervirali ti organi ali je bila rezervirana v njihovem imenu. DA BI TO POTRDILI, so spodaj podpisani pooblaščenci, ki so bili za to pravilno pooblaščeni, podpisali to konvencijo. SESTAVLJENO v Montrealu dne 28. maja leta tisoč devetsto devetindevetdeset v angleškem, arabskem, francoskem, kitajskem, ruskem in španskem jeziku, pri čemer so vsa besedila enako verodostojna. Ta konvencija je deponirana v arhivih Mednarodne organizacije civilnega letalstva in depozitar pošlje njene overjene kopije vsem državam pogodbenicam te konvencije ter vsem državam pogodbenicam Varšavske konvencije, Haaškega protokola, Konvencije iz Guadalajare, Protokola iz Ciudada de Guatemala in Montrealskih protokolov.

Za izvajanje konvencije skrbi Ministrstvo za promet v sodelovanju z Ministrstvom za finance.

Ta zakon začne veljati naslednji dan po objavi v Uradnem listu Republike Slovenije – Mednarodne pogodbe. Št. 326-06/01-33/1 Ljubljana, dne 15. februarja 2002 Predsednik Državnega zbora Republike Slovenije Borut Pahor l. r.