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提出的索赔、或取得补偿，或要求收回。上述规定在非属碰撞船舶或物体的，或在碰撞船舶之外的任何船舶或物体的所有人、经营人或主管人，在碰撞、触礁、搁浅或其他事故中犯有过失时，亦得适用。
本条主要是针对美国船舶碰撞法律的特殊规定而制定的。美国法律规定，船舶发生碰撞造成货物损害，责任方对此要承担共同侵权的连带责任。这样，尽管一船的货主因为管船过失免责而无法向本船船舶所有人追偿，但他可以根据美国法律的规定绕过本船船东向对方船东提出索赔，而对方船东会把不属于他承担的那部分货损责任作为船舶损失向本船船东追偿。这样本船船东就被间接地剥夺了驾船管船过失免责的权利。为了解决这个问题，在本提单中加入该条款，目的是使承运人有权向本船货主追回其本应免责但却间接赔付的损失。 25. NON-VESSEL-OPERATING COMMON CARRIERS
如果本提单被以无船承运人身份行事的货方所接受，而该人又转而与第三方订立其他运输契约，则该无船承运人保证，由他签订的受本提单制约的关于货物的契约中应载有本提单的条款及条件。无船承运人进一步保证，就其未能如此载入本提单而引起的一切后果给予承运人、其受雇人、代理人及分立契约人以赔偿。
本条是针对无船承运人NVOCC作为本提单项下的货方将他揽取的货物交承运人/船东运输，而又与真正货主或者其他人订立其他的运输合同时该无船承运人的保证义务。无船承运人与真正货主或者其他人订立的运输合同中往往放弃本提单规定的船东的权利，或者承担船东根据本提单不应承担的责任。从而船东／实际承运人将无辜承担高于本提单规定的责任或者丧失根据本提单应当享有的权利。为避免这种情况的发生，在本提单中加入此条款，确保无船承运人与货方订立的运输合同的规定与本提单一致，或船东／承运人有权根据此条款向无船承运人追偿。 26. LAW AND JURISDICTION 法律及管辖权
(1)本提单受中华人民共和国法律管辖。本提单项下或与本提单有关的一切争议，均应根据中华人民共和国的法律加以裁定；凡是针对承运人的任何诉讼，均应提交上海海事法院或中华人民共和国其他海事法院。
(2)虽有第26(1)条中的规定，当某项运输业务包含驶往或来自或经由美利坚合众国的某一港口或地点的运输时，本提单便应受美国海上货物运输法的规定的约束，而该法应被视为已载入本提单，而本提单中所载任何内容均不得视为承运人对其根据美国海上货物运输法而享有的任何权利、豁免、除外或限制的放弃，或其义务的任何增加。除另有规定外，以上所提及的美国海上货物运输法同样适用于在货物装前卸后承运人掌管货物的期间。
第一款明确规定本提单适用中华人民共和国法律，管辖权是属上海海事法院及中华人民共和国的其他海事法院。这是符合双方当事人可以就适用法及管辖权进行约定的法律基本原则的。本条明确地规定了适用法及管辖权，这对船货双方解决争议都是有益的。管辖权条款的效力在世界各国的司法实践中是有所不同的，有的国家对此是认可的，而有的国家是持否定态度的，这会随着具体情况的不同而不同。
第二款适用于进出或经由美国的运输，对此规定应受1936年美国海上货物运输法的约束，这是为了适应美国法律及其美国联邦海运委员会（FMC）的要求而制定的。另外本款还规定了美国海上货物运输法在货物装前卸后的期间同样约束承运人，这是因为COGSA1936对于承运人的责任期间是依照“钩至钩”的原则，同时规定了船货双方可以就货物装前卸后的义务责任另行达成协议，本款正是基于这种规定而将承运人的责任期间扩展到货物装前卸后处于承运人的掌管期间，同时这也与我国海商法关于承运人的责任期间的规定保持了连贯性与统一性。 27. VARIATION OF THE CONTRACT 契约的变更
承运人的任何受雇人、代理人或分立契约人一概无权放弃或变更本提单任何条款，除非该项放弃或变更系采用书面方式并已经承运人以书面专门授权或批准。
本条款用于防止承运人的受雇人、代理人或分立契约人在没有承运人的书面授权或批准的情况下，出于自己的目的或者任何其他原因对提单条款进行放弃或变更，从而损害承运人的利益或者影响本提单的效力。本条款以合同条款的形式规定只有采用书面方式并已经承运人以书面的专门授权或批准，才能对提单条款放弃或者变更，任何其他程序的放弃或者变更将不为承运人认可接受。
很多做集装箱的人，甚至单证员，很经常会忽略提单的背面条款，其实集装箱里把合同加入提单里，提单的内容显得更加重要，建议做集装箱的你们，多多研究一下其背面条款，很多问题就会理解． 28. NEW JASON CLAUSE 新杰逊条款
如在航次开始之前或之后，由于不论是疏忽与否的任何原因而引起意外、危险、损害或灾难，而根据法令、契约或其他规定，承运人对此类事件的后果都不负责，则货物及货方应连带在共同海损中与承运人一起分担可能构成或可能发生的属于共同海损性质的牺牲、损失或费用，并应支付就货物而发生的救助费用及特殊费用。如果救助船舶为承运人所有或由其经营，则救助费用应当犹如该船属于无关之人一样，全额支付。
本条是提单条款中通行的条款。这主要针对美国法律的规定而设置的。在其中强调：第一、对于不管是否由船长、船员或者引航员等雇佣人的过失导致的共同海损，货物及货方都应分摊共同海损的牺牲、损失或费用，并应支付就货物发生的救助费用和特殊费用。第二、与第23条共同海损和救助结合在一起理解，解决了姐妹船的救助费用的分摊问题。当船舶因为船长、船员或者引航员等雇佣人的过失发生事故而采取措施时，即使救助船与被救船属于同一家公司，被救船仍须支付救助报酬，该项救助报酬可作为共同海损费用由包括货物或者货方在内的各方分摊。 29.收货人或其授权的人可凭交货凭证或其它身份证明提取货物，而无须向承运人提交海运单，承运人有绝对的自主权决定是否将货物交付给收货人授权的人。
本条款规定了以海运单运输单证的交货方式。海运单可以象提单一样作为货物收据和运输合同的证明，但海运单与提单的显著区别在于海运单是不能作为物权凭证而可通过背书转让的。因此在承运人交付货物时无需出具海运单原件给承运人。而且海运单适合的贸易方式主要有子母公司、开帐（OPEN ACCOUNT）交易、现金贸易等不需要信用证
的贸易方式，因此凭海运单上记载的收货人或其授权的人身份证明提取货物就成为可能。但我们在此应当指出对凭授权文件提取货物的情况一定要严格把关以防止错放货物。
30.除本海运单另有规定外，承运人现行的联运提单的条款和条件适用于本海运单所证明的运输合同，货方可向承运人或其代理索取该提单。发货人保证其有权代表收货人及货物所有人接受所有上述条款和条件，包括但不限于联运提单 中载明的关于每件的责任限制和其它责任限制的规定。
本条款是说明了承运人的联运提单中有关运输条款是并入海运单的。从第29条到第35条的规定是一种简式规定，在其中只是就海运单的一些特点作了说明。而海运单作为运输合同的证明的本质并未有所改变，因此将提单的背面有关运输合同条款并入海运单中是完全必要的。提单背面中的条款是根据海商法及航运惯例制定的，在其中明确了货方和承运人双方的权利和义务，按照本条这种规定同样是适用于海运单的。 31.当收货人或其他要求提取货物的人提交本海运单或以其他方式要求提取货物时，收货人或其他要求提货的应当承担发货人按照本海运单和承运人现行的联运提单中需承担的所有责任。收货人或其他要求提取货物依本条所承担的是附加责任，不影响发货人本人所应承担的责任。
本条款对海运单作为运输合同的涉他性进行了说明。运输合同的订立是承运人和托运人之间，但作为涉他合同，运输合同中许多关于权利和义务的规定是同样约束承运人和收货人的例如合同中有关收货人及时提取货物的规定、有关货物单件责任限制的规定等等都是约束收货人的。
32.发货人同意并遵守《海事委员会海运单统一规则》，以便在货物运输中使用海运单。
33. 在船舶抵达卸货港或交货地以前，如发货人书面要求将海运单改为承运人提单，在可能的情况下，承运人将尽最大努力进行更改，但承运人在任何情况下均不对未能及时更改承担任何责任。
本条款是关于运输合同的形式变化的问题。由于贸易环境的变化，货方有可能将贸易方式进行改变，这使得有些情况下货方会要求承运人将运输合同的方式改为提单，但这种改变必须在货物抵达目的港或交付之前完成，否则一方面可能造成交易的混乱，另一方面也可能造成承运人面临的货物交付的风险大大增加。另外还需要指出的是承运人会全力配合货方的上述行为，但如果由于通讯，当地法律惯例的限制等等原因造成这种改变没有得以完成承运人是不应当承担责任的。
34. 对于特定货物的放货，应当遵循承运人的运价本和提单中所规定的一般担保的习惯作法，这种规定包括但不限于承运人有权因本海运单的任何一方拖欠的费用或债务而留置货物，不论该费用或债务是否与本海运单项下的货物有关。
本条款就海运单下担保放货的作法进行了规定。由于海运单不具有流转性，这使得货物的交付过程比较简捷同时也使货物错误交付的概率减少了。但这并不意味着在海运单下的货物交付就万无一失了，由于种种原因货方在提取货物时还是应当出具相应的担保，这种担保的做法应当依照提单及运价本中规定的条款。有关留置货物的规定可参考第16条的规定。
35. 除非发货人在运输前有相反的指示并在海运单的正面注明，承运人将根据上述条款和条件与收货人处理有关货物的索赔。任何索赔的解决应作为承运人对发货人责任的彻底解除。
本条款说明了货物发生灭失或损坏等原因而产生索赔时的处理方式。目前国际上还没有关于所有权移转的统一法律，这就在国际贸易中货物的所有权在何时发生转移存在着相当的不确定性。但这并不妨碍运输合同中对理赔处理的规定，按照本条的规定除有明示外，有关货物的索赔应当是在承运人和收货人之间处理，并且这种解决和处理应当是彻底和最终的。这种规定也是符合一般习惯做法和国际惯例的。
中远COSCO集装箱提单背面条款
FORM9805 1. DEFINITIONS
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endorsee of this Bill of Lading, or any other person having any present or future interest in the Goods or this Bill of Lading, or anyone
authorized to act on behalf of any of the foregoing.
\any feeder vessel, lighter or barge used by or on behalf of the Carrier in connection with any seaborne leg of the carriage. \and groupage operators, road and rail transport operators and any independent contractor employed by the Carrier in the performance of the carriage and any sub-sub-contractor thereof. The expression Sub-contractor shall include direct and indirect
Sub-contractors and their respective servants, agents or Sub-contractors.
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on behalf of the Carrier.
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such Container if the number of such items is not indicated on the front of this Bill of Lading or is indicated by the terms such as \
to Contain\
\
goods shipped in bulk.
\
device used for or in connection with the transportation of the Goods.
2. CARRIER\\'S TARIFF
The terms of the Carrier\\'s applicable Tariff and other requirements regarding charges are incorporated into this Bill of Lading. Particular attention is drawn to the terms contained therein, including, but not limited to, free storage time, Container and vehicle demurrage,etc. Copies of the relevant provisions of the applicable Tariff are obtainable from the Carrier or his agents upon request.
In case of any inconsistency between this Bill of Lading and the applicable Tariff, this Bill of Lading shall prevail.
3. SUB-CONTRACTING, INDEMNITY AND CERTAIN DEFENSES, EXEMPTIONS AND LIMITATIONS
(1) The Carrier shall have the right at any time and on any terms whatsoever to sub-contract the whole or any part of the
carriage with any Sub-contractor and/or to substitute any other vessel or means of transport for the Vessel.
(2) The Merchant undertakes that no claim or legal action whatsoever shall be made or brought against any person by whom the carriage is performed or undertaken (including, but not limited to, the Carrier\\'s servants, agents or Sub-contractors), other than the Carrier, which imposes or attempts to impose upon any such person, or any vessel owned or operated by such person, any liability whatsoever in connection with the Goods or the carriage thereof whether or not arising out of negligence on the part of such person. Should any such claim or legal action nevertheless be made or brought, the Merchant undertakes to indemnify the Carrier against all consequences thereof including legal expenses on a full indemnity basis. Without prejudice to the foregoing, every such
person or vessel, including, but not limited to, the Carrier\\'s servants, agents, or Sub-contractors as defined in Clause 1 above, shall have the benefit of every exemption, defense and limitation herein contained applicable to the Carrier, in contract or in tort, as if such provision were expressly contracted for its benefit, and, in entering into this contract, the Carrier, to the extent of such exemptions,
defenses and limitations, does so not only on its behalf, but also as an agent and trustee for such person or vessel.
4. CARRIER\\'S RESPONSIBILITY
(1) Port to Port Shipment If boxes 6, 7 and 8 but not boxes 4,5and 9 are filled in on the front of this Bill of Lading, this Bill of Lading is a Port-to-Port contract. The Carrier shall be responsible for the Goods as Carrier from the time when the Goods are received by the Carrier at the Port of Loading until the time of delivery thereof at the port of discharge to the Merchant or to the
Authority as required by local laws or regulations, whichever occurs earlier.
(2) Combined Transport If Box 4, Box 5 and/or Box 9 are filled in on the front of this Bill of Lading and the place(s) or port(s) indicated therein is/are place(s) or port(s) other than that indicated in Box 7 and Box 8 and Freight is paid for combined transport, this Bill of Lading is a combined transport contract. The Carrier undertakes to arrange or procure the pre-carriage and/or on-carriage segments of the combined transport. All claims arising from the combined transport carriage must be filed with the Carrier within 9 months after the delivery of the Goods or the date when the Goods should have been delivered, failing which the Carrier shall be discharged from all liabilities whatsoever in respect of the Goods. If any payment is made by the Carrier to the Merchant in respect of any claim arising from the combined transport carriage, the Carrier shall be automatically subrogated to or given all rights of the Merchant against all others including pre-carrier or on-carrier or Sub-contractor on account of such loss or damage. Nothing herein contained shall be deemed a waiver of any rights that the Carrier may have against a pre-carrier or on-carrier or Sub-contractor for
indemnity or otherwise.
5. NOTICE OF CLAIM AND TIME BAR
(1) Unless notice of loss or damage is given in writing to the Carrier\\'s agent at the Port of Discharge or Place of Delivery before or on the date of delivery of the Goods, or if loss or damage is not apparent, within 15 consecutive days thereafter, such delivery shall be prima facie evidence of the delivery of the Goods by the Carrier and/or on-carrier in the order and condition
described in this Bill of Lading.
(2) The Carrier, its servants, agents and Sub-contractors shall be discharged from all liabilities whatsoever unless suit is brought within one year after the delivery of the Goods or the date when the Goods should have been delivered.
6. LOSS OR DAMAGE
(1) The terms of this Bill of Lading shall at all times govern all responsibilities of the Carrier in connection with or arising out of the carriage of the Goods not only during the carriage, but also during the period prior to and/or subsequent to the carriage. The exemptions from liability, defenses and limitation of liability provided for herein or otherwise shall apply in any action against the Carrier for loss or damage or delay, howsoever occurring and whether the action be founded in contract or in tort and even if the loss, damage or delay arose as a result of unseaworthiness, negligence or fundamental breach of contract. Save as is otherwise provided herein, the Carrier shall in no circumstances whatsoever and howsoever arising be liable for direct or indirect or consequential loss
or damage or loss of profits.
(2) The Carrier does not undertake that the Goods will be transported from or loaded at the place of receipt or loading or will
arrive at the place of discharge, destination or transshipment aboard any particular vessel or other conveyance at any particular date or time or to meet any particular market or in time for any particular use. Scheduled or advertised departure and arrival times are only expected times and may be advanced or delayed if the Carrier shall find it necessary, prudent or convenient. The Carrier shall in no circumstances whatsoever and howsoever arising be liable for direct, indirect or consequential loss or damage caused by delay.
(3) If the stage of the combined transport during which loss or damage occurred can be determined, the liability of the Carrier shall be governed by the national law(s) and/or international convention(s) applicable thereto. If the stage of the combined transport
during which loss or damage occurred cannot be determined, the Merchant and the Carrier agree that it shall be deemed that the
loss or damage occurred aboard the Carrier\\'s Vessel. In either case, clauses 5(2) and 7 shall apply.
7. LIMITATION OF LIABILITY
(1) Except as provided for in Clause 7(2), this Bill of Lading shall be subject to the provisions of the Maritime Code of the
People\\'s Republic of China as provided for in Clause 26(1). Neither the Carrier, its servants, agents, Sub-contractors nor the Vessel shall in any event be liable for any loss or damage to the Goods in any amount exceeding the limits per package or unit prescribed by that Code, unless the nature and value of the Goods have been declared by the Merchant before shipment and inserted in this Bill of
Lading (Box 10) and the Merchant has paid additional Freight on such declared value.
(2) Where carriage includes carriage to or from or through a port or place in the United States of America, this Bill of Lading shall be subject to the provisions of the United States Carriage of Goods by Sea Act, 1936 (US COGSA) and any amendments thereto, as provided for in Clause 26(2) hereof. In such event, neither the Carriers nor its servants, agents, Sub-contractors and/or the Vessel shall in any event be liable for any loss of or damage to the Goods in an amount exceeding the limits per package or unit prescribed by US COGSA, unless the nature and value of the Goods have been declared by the Merchant before shipment and
inserted in this Bill of Lading (Box 10) and the Merchant has paid additional Freight on such declared value.
(3) If a legal regime other than the Maritime Code of the People\\'s Republic of China or US COGSA is compulsorily applied to this Bill of Lading, the liability of the Carrier, if any, shall not exceed the limits per Package or Shipping Unit prescribed therein, unless the nature and value of the Goods have been declared by the Merchant and inserted in this Bill of Lading (Box 10) and the Merchant
has paid additional Freight on such declared value.
(4) For the purpose of this Clause 7, the declared value shall be the basis for calculating the Carrier\\'s liability, if any, provided that such declared value shall not be conclusive on the Carrier, and further provided that such declared value does not exceed the true value of the Goods at destination. Any partial loss or damage shall be adjusted pro-rata on the basis of such declared value.
8. FIRE
The Carrier shall not be liable for any loss of or damage to the Goods occurring at any time, including that before loading or
after discharge by reason of any fire whatsoever, unless such fire is caused by the actual fault of the Carrier.
9. CARRIER\\'S CONTAINERS
(1) Goods received in break bulk will be stuffed by the Carrier in Containers and the Carrier shall have the right to carry any Containers, whether or not stuffed by the Carrier, on deck or below deck. All such Goods shall participate in General Average.
(2) If Carrier\\'s Containers and equipment are used by the Merchant for pre-carriage or on-carriage or unpacked at the
Merchant\\'s premises, the Merchant is responsible for returning the empty Containers, with interiors brushed, clean and free of smell to the point or place designated by the Carrier, its servants or agents, within the time prescribed in the Tariff and/or required by the Carrier. Should a Container not be returned within the aforesaid time, the Merchant shall be liable for any detention, demurrage, loss
or expenses which may arise from such non-return.
(3) The Merchant shall be liable for any loss of or damage to Carrier\\'s Containers and other equipment while in the custody of the Merchant or anyone acting on the Merchant\\'s behalf. The Merchant shall also be liable during such period for any loss of or damage to the property of others or for any injuries or death and the Merchant shall indemnify and hold the Carrier harmless against
all damages, including legal expenses, incurred from any and all such claims arising during such periods.
10. MERCHANT-STUFFED CONTAINER