海运提单的内容包括正文就背面条款两部分：
一：提单正面内容一般包括：
（1）托运人（SHIPPER):通常为信用证的受益人。如果开证人为了贸易上的需求，要求做第三者提单（THIRD PARTY B/L）,就是SHIPPER 不是信用证受益人，而是第三者做为SHIPPER.一般可以按要求制作。
（2）收货人（CONSIGNEE)：如果要求记名提单，则可以填上具体收货人名称或收货公司的名称；
如果是指示提单，则填为“指示” （ORDER)或“凭指示”（TO ORDER);
如果需要在提单上列明指示人，则可根据不同要求，做成：
“凭托运人指示”（TO ORDER OF SHIPPER)，
“凭收货人指示：（TO ORDER OF CONSIGNEE) 或
”凭银行指示“（TO ORDER OF XX BANK);
(3)被通知人（NOTIFY PARTY):这是船公司在货物到达目的港时发送到货通知的收件人，有时即为进口人。
在信用证项下的提单，如果信用证上对提单被通知人有具体规定时，则必须严格按信用证要求填写。
如果是记名提单或收货人指示提单，且收货人又有详细地址，则此栏可以不填。如果是空白指示提单或托运人指示提单，则此栏必须填写列明被通知人名称及详细地址，否则船方就无法与收货人联系，收货人也不能及时报关提货。甚至会因此超过海关规定的申报时间使货物被没收。
（4）提单号码（B/L NO):一般标注在提单右上角，以便于查找和联系用。发货人向收货人发送装船通知（SHIPMENT ADVICE)时，也要列明船名和提单号。（5）船名（NAME OF VESSEL)：应填写装运货物的船名和航次。
（6）装货港（PORT OF LOADING）:应填写实际装船港口的具体名称。
（7）卸货港（PORT OF DISCHARGE):应填写货物实际卸下的港口名称。
如果是转船，第一程船提单上的卸货港填转船港，收货人填二程船公司；
第二程提单装货港填写上述转船港，卸货港填最后的目的港。
如果第一程船公司出联运提单（THROUGH B/L),则卸货港就可以填最后目的港，提单上列明第一和人第二程船名。如经某港口转运，则要显示" VIA 港口名"字样。
在运用集装箱运输方式时，目前使用“联合运输提单”（COMBINED TRANSPORT B/L),提单上除列明装货港，卸货港外，还要列明：
“收货地”（PLACE OF RECEIPT），
“交货地”（PLACE OF DELIVERY)
以及“第一程运输工具”（PRE-CARRIAGE BY) ”海运船名和航次“（OCEAN VESSEL, VOY NO).
填写卸货港，还要注意同名港口问题，如属于选择港提单，就要在此栏中注明。（8）货物名称（DESCRIPTION OF GOODS):在信用证项下货物名称必须与信用证上规定的一致。
（9）件数和包装种类（NUMBER AND KIND OF PACKAGES）:要按实际包装情况和件数填写。
（10)唛头（SHIPPING MARKS）:信用证有规定的，必须按信用证上的规定填写，否则可根据外销合同上的规定按发票上的唛头填写，或是没有唛头N/M。11）毛重，尺码（GROSS WEIGHT, MEANSUREMENT):除信用证另有规定外，一般以千克为单位列出货物的毛重，以立方米标注货物体积。
12）运费和费用（FREIGHT AND CHARGES)：一般为预付（FREIGHT PREPAID)或到付（FREIGHT COLLECT).如CIF 或CFR出口，一般均填上运费预付字样。
如是FOB出口，则运费可制作为“运费到付”字样，除非收货人委托发货人垫付运费。
（13）提单的签发，日期和份数：提单必须由承运人或船长或他们的代理签发，并应该明确表明签发人身份。一般表示方法有：“CARRIER", "CAPTAIN"或者”AS AGENT FOR THE CARRIER: 船公司名称“ 等。
提单份数一般按信用证要求出具，如果信用证要求"FULL SET OF " 一般理解为三份正本若干副本提单。
由于提单是结汇的必需单据，特别是在跟单信用证结汇时，银行要求所提供的单证必须一致，因此，提单上所签的日期必须与信用证或合同上所要求的最后装船期一致或者先于装船期。
如果卖方估计货物无法在信用证装期前装上船，应该尽早通知买方，要求修改信用证，而不应该利用“倒签提单” ，“预借提单”等欺诈行为取得货款。
二：海运提单背面条款：
在全式（LONG TERM)正本提单的背面列有许多条款，其中主要有：
（1）定义条款（DEFINITION CLAUSE):主要对"承运人“，"托运人"等相关人加以定义和限定。
（2）管辖权条款（JURISDICTION CLAUSE)：指出当提单发生争执时，按照法律，某法院有审理和解决案件的权利。
（3）责任期限条款（DURATION OF LIABILITY):一般海运提单规定承运人的责任期限从货物装上船期至货物卸离船舶为止。
集装箱提单则从承运人接受货物至交付指定收货人为止。
（4）包装盒标志（PACKAGES AND MARKS）: 要求托运人对货物提供妥善的包装和正确清晰的标志。
如果因为标志不清或包装不良所产生的一切费用由货物托运方负责。
（5）运费和其他费用（FREIGHT AND OTHER CHARGES):运费规定为预付的，应在装船时一并支；
运费到付的，应在交货时一并支付。
当船舶和货物遭受任何灭失或损失时，运费仍然照付，否则，承运人可对货物及单证行使留置权。
（6）：自由转船条款（TRANSHIPMENT CLAUSE):指承运人虽然签发了直达提单，但是由于客观需要仍然可以自由转船，并无需经托运人的同意。
转船费用由承运人负担，但风险由托运人承担，而承运人的责任也仅限于其本身经营的船舶所完成的那段运输。
（7）错误申报（INACCURACY IN PARTICULARS FURNISHED BY SHIPPER):承运人有权在装运港和目的港查核托运人申报的货物数量，重量，尺码与内容，如发现与实际不符，承运人可以收取运费罚款。
（8）承运人责任限额（LIMIT OF LIABILITY):规定承运人对货物灭失或损失所造成的损失所负的赔偿限额，即每件货每计算单位货物赔偿金额最多不超过若干金额。
（9）共同海损（GENERAL AVERAGE, G.A.):规定如若发生共同海损，按照什么规则理算。国际上一般采用1974年越克-安特卫普规则理算。
（10）美国条款（AMERICAN CLAUSE):规定来往美国港口的货物运输只能使用美国1936年海上货运法(CARRIAGE OF GOOD BY SEA ACT 1936)。
运费按联邦海事委员会(FMC)登记的费率本执行，如果提单与上述规则有抵触时，则以美国法为准。
此条款也称为“地区条款”（LOCAL CLAUSE).
(11)舱面货，活动物和植物（ON DECK CARGO, LIVE ANIMALS AND PLANTS)：是对舱面货，动物，和植物这三种货物的接受，搬运，运输，保管和卸货的规定。
详细说明缮制方法： 1.Shipper，托运人。托运人也称发货人(Consignor)，是指委托运输的当事人。如信用证无特殊规定，应以受益人为托运人。如果受益人是中间商，货物是从产地直接装运的，这时也可以实际卖方为发货人，因为按UCP500规定，如信用 2.Consignee，收货人。这是提单的抬头，是银行审核的重点项目。应与托运单中“收货人”的填写完全一致，并符合信用证的规定。 2.Consignee，收货人。这是提单的抬头，是银行审核的重点项目。应与托运单中“收货人”的填写完全一致，并符合信用证的规定。 例1.来证要求Full set of B/L Consigned to ABC Co.，则提单收货人一栏中填Consigned to ABC Co.。 例2.来证要求 B/L issued to order of Applicant，查Applicant为Big A Co.，则提单收货人一栏中填to order of Big A Co.。 例3.来证要求Full set of B/L made out to our order，查开证行名称为Small B Bank，则提单收货人一栏中填to order of Small B Bank, 或填to Small B Bank’s order。证无特殊规定，银行将接受以第三者为发货人的提单。不过此时必须考虑各方面是否可行的问题。 收货人栏的填写必须与信用证要求完全一致。任何粗心大意和贪图省事的填法都可能是单证不符点。不符点的例：B/L issued to the order of ABC Co. Ltd. Whereas L/C required“ to ABC Co. Ltd.”。 (提单开成凭ABC公司指定人指示，而信用证要求“凭ABC公司指示)。抬头为特定的公司与这一公司的指定人是完全不同的，前者只有这一特定的公司可以提货，提单不能转让，后者提单经此公司背书便可以转让。又如，假设信用证上规定的地名是简称，而提单上写的是全称，也是不符点。
海运单与提单的区别 海运单(SeaWaybill)，又称海上运送单或海上货运单，它是"承运人向托运人或其代理人表明货物已收妥待装的单据，是一种不可转让的单据，即不须以在目的港揭示该单据作为收货条件，不须持单据寄到，船主或其代理人可凭收货人收到的货到通知或其身份证明而向其交货"(引自1978年9月联合国欧洲经济委员会《Recommendation》) 海运单与提单的区别和联系 1、提单是货物收据、运输合同、也是物权凭证，海运单只具有货物收据和运输同这两种性质，它不是物权凭证。 2、提单可以是指示抬头形式，通地背书流通转让：海运单是一种非流能性单据，海支单上标明了确定的收货人，不能转让流通。 3、海运单和提单都可以作成"已装船(Shippedonboard)形式，也可以是"收妥备运"(Receivedforshipment)形式。海运单的正面积各栏目格式和缮制方法与海运单提单基本相同，只是海运单收货人栏不能做成指示性抬头应缮制确定的具体收货人。 4、提单的合法持有人和承运人凭提单提货和交货，海运单上的收货人并不出示海运单，仅凭提货通知或其身份证明提货，承运人凭收货人出示适当身份证明交付货物。 5、提单有全式和简式提单之分，而海运单是简式单证，背面不列详细货运条款但载有一条可援用海运提单背面内容的条款。 6、海运单和记名提单(StraightB/L)，虽然都具名收货人，不作背书转让，但它们有着本质的不同，记名提单属于提单的一种，是物权凭证，持记名提单，收货人可以在提货却不能凭海运单提货。 使用海运单的好处 海运单仅涉及托运人、承运人、收货人三方，程序简单，操作方便，有利于货物的转移。 首先，海运单是一种安全凭证，它不具有转让流通性，可避免单据遗失和伪造提单所产生的后果。 其次，提货便捷、及时、节省费用，收货人提货无须出示海运单，这既解决了近途海运货到而提单未到的常见问题，又避免了延期提货所产生的滞期费、仓储费等。 再次，海运单不是物权凭证，扩大海运单的使用，可以为今后推行EDI电子提单提供实践的依据和可能。 海运单的使用 1、跨国公司的总分公司或相关的子公司间的业务往来。 2、在赊销或双方买方付款作为转移货物所有以的前提条件，提单已失去其使用意义。 3、往来已久，充分信任，关系密切的伙伴贸易间的业务/ 4、无资金风险的家用的私人物品，商业价值的样品。 5、在短途海运的情况下，往往是货物先到而提单未到，宜采用海运单。 海运单的不足及解决办法 海运单在实践中也存在着一些问题，为此，国际海事委员会制订并通过了《海运单统一规则》。
空运提单的背面条款及其依据 提单的背面条款及其依据：在全式(LONGTERM)正本提单的背面，列有许多条款，其中主要有： 定义条款(DEFINITIONCLAUSE)--主要对“承运人”，“托运人”等关系人加以限定。 管辖权条款(JURISDICTIONCLAUSE)--指出当提单发生争执时，按照法律，某法院有审理和解决案件的权利。 责任期限条款(DURATIONOFLIABILLITY)--一般海运提单规定承运人的责任期限从货物装上船舶起至卸离船舶为止。集装箱提单则从承运人接受货物至交付指定收货人为止。 包装和标志(PACKAGESANDMARKS)--要求托运人对货物提供妥善包装和 正确清晰的标志。如因标志不清或包装不良所产生的一切费用由货方负责。运费和其他费用(FREIGHTANDOTHERCHARGES)--运费规定为预付的， 应在装船时一并支付，到付的应在交货时一并支付。当船舶和货物遭受任何灭失或损失时，运费仍应照付，否则，承运人可对货物及单证行使留置权。自由转船条款(TRANSHIPMENTCLAUSE)--承运人虽签发了直达提单，但 由于客观需要仍可自由转船，并不须经托运人的同意。转船费由承运人负担，但风险由托运人承担，而承运人的责任也仅限于其本身经营的船舶所完成的那段运输。 错误申报(INACCURACYINPARTICULARSFURNISHEDBYSHIPPER)--承 运人有权在装运港和目的港查核托运任申报的货物数量，重量，尺码与内容，如发现与实际不符，承运人可收取运费罚款。 承运人责任限额(LIMITOFLIABILITY)--规定承运人对货物灭失或损坏所造
海运提单样本及中文解释 海运提单 海运提单主要项目填制说明如下: 1、托运人（Shipper）。即与承运人签订运输契约，委托运输的货主，即发货人。在信用证
支付方式下，一般以受益人为托运人；托收方式以托收的委托人为托运人。另外，根据《UCP500》第31条规定：除非信用证另有规定，银行将接受表明以信用证受益人以外的第三者为发货人的运输单据。 2、收货人（Consignee）。收货人要按合同和信用证的规定来填写。一般的填法有下列几种： （1）记名式：在收货人一栏直接填写上指定的公司或企业名称。该种提单不能背书转让，必须由收货人栏内指定的人提货或收货人转让。 （2）不记名式：即在收货人栏留空不填，或填“To Bearer”（交来人/持票人）。这种方式承运人交货凭提单的持有人，只要持有提单就能提货。 （3）指示式：指示式的收货人又分为不记名指示和记名指示两种。 不记名指示，是在收货人一栏填“To Bearer”，又称空白抬头。该种提单，发货人必须在提单背面背书，才能转让。背书又分为记名背书和不记名背书（空白背书）两种。前者是指在提单背面填上“Deliver to ×××”“Endorsed to ×××”，然后由发货人签章；后者是发货人在背面不做任何说明只签章即可。记名背书后，其货权归该记名人所有，而且该记名人不可以再背书转让给另外的人。不记名背书，货权即归提单的持有人。 记名指示，是在收货人一栏填“To Order of Shipper”，此时，发货人必须在寄单前在提单后背书；另外还有凭开证申请人指示即L/C中规定“To Order of Applicant”，在收货人栏就填““To Order of ××× Co”； 凭开证行指示，即L/C中规定“To Order of Issuing Bank”，则填“To Order of ×××Bank”。 在实际业务中，L/C项下提单多使用指示式。托收方式，也普遍使用不记名指示式。若作成代收行指示式，事先要征得代收行同意。因为根据URC522中第10条ａ款规定：除非先征得银行同意，贷物不应直接运交银行，亦不应以银行或银行的提定人为收货人。如未经银行事先同意，贷物直接运交银行，或以银行的指定人为收货人，然后由银行付款或承兑后将货物交给付款人时，该银行并无义务提取货物，货物的风险和责任由发货人承担。 3．被通知人（Ｎotify Party）。原则上该栏一定要按信用证的规定填写。被通知人即收货人的代理人或提货人，货到目的港后承运人凭该栏提供的内容通知其办理提货，因此，提单的被通知人一定要有详细的名称和地址，供承运人或目的港及时通知其提货。若L/C中未规定明确地址，为保持单证一致，可在正本提单中不列明，但要在副本提单上写明被通知人的详细地址。托收方式下的被通知人一般填托收的付款人。 4.船名（Ocean Vessel）即由承运人配载的装货的船名，班轮运输多加注航次（Voy.No.）。 5.装运港（Port of Loading）。填实际装运货物的港名。L/C项下一定要符合L/C的规定和要求。如果L/C规定为“中国港口”（Chinese Port）此时不能照抄，而要按装运的我国某一港口实际名称填。 6、卸货港（Port of Discharge）。原则上，L/C项下提单卸货港一定要按L/C规定办理。
1 1. Shipper B/L No. EW 20 RIZHAO HUIHUANG IMPORT AND EXPORT CORPORATION,RIZHAO HUANGHAIYILU NO.888,CHINA 中远集装箱运输有限公司 COSCO CONTAINER LINES TLX: 33057 COSCO CN FAX: +86(021) 6545 8984 ORIGINAL 2. Consigned TO TO ORDER OF SHIPPER Port-to-Port or Combined Transport BILL OF LADING RECEIVED in external apparent good order and condition except as other- Wise noted. The total number of packages or unites stuffed in the container, The description of the goods and the weights shown in this Bill of Lading are Furnished by the Merchants, and which the carrier has no reasonable means Of checking and is not a part of this Bill of Lading contract. The carrier has Issued the number of Bills of Lading stated below, all of this tenor and date, One of the original Bills of Lading must be surrendered and endorsed or sig- Ned against the delivery of the shipment and whereupon any other original Bills of Lading shall be void. The Merchants agree to be bound by the terms And conditions of this Bill of Lading as if each had personally signed this Bill of Lading. SEE clause 4 on the back of this Bill of Lading (Terms continued on the back Hereof, please read carefully). *Applicable Only When Document Used as a Combined Transport Bill of Lading. 3. Notify Party Insert Name, Address and Phone (It is agreed that no responsibility shall attsch to the Carrier or his agents for failure to notify) JIM KING TRADING CORPORATION,NO.206 CHANGJ NORTH STREET SINGAPORE 4. Combined Transport * 5. Combined Transport* Pre - carriage by Place of Receipt 6. Ocean Vessel Voy. No. 7. Port of Loading EAST WIND V19 QING DAO 8. Port of Discharge 9. Combined Transport * BANGKOK Place of Delivery Marks & Nos. Container / Seal No. No. of Containers or Packages Description of Goods (If Dangerous Goods, See Clause 20) Gross Weight Kgs Measurement NHIT BANGKOK NO 1- 9 900 dozen Tri- Circle Brand Brass Padlock in 9 wooden cases of 100 dozen each 900 dozen Tri- Circle Brand Brass Padlock Description of Contents for Shipper’s Use Only (Not part of This B/L Contract) 10. Total Number of containers and/or packages (in words) Nine wooden cases only Subject to Clause 7 Limitation 11. Freight & Charges Revenue Tons Rate Per Prepaid Collect prepaid Declared Value Charge Ex. Rate: Prepaid at Payable at Place and date of issue QINGDAO DEC 31 ,2000 Total Prepaid No. of Original B(s)/L Signed for the Carrier, COSCO CONTAINER LINES USD 330.40 THREE LADEN ON BOARD THE VESSEL DATE DEC 31 ,2000 BY COSCO CONTAINER LINES
Received in apparent good order and condition unless otherwise indicated herein, the goods, or the container(s) o package(s) said to contain the goods described herein for transportation from the place of receipt or the port of loading to the place of delivery or the port of discharge to be carried subject to the terms and conditions hereof. One of the original bill of lading duly endorsed must be surrendered in exchange for the goods or delivery order. In accepting this bill of lading, the merchant agrees to be bound by all the stipulations, exceptions, terms and conditions on the face and back hereof. Whether written, typed, stamped or printed as fully as if signed by the merchant any local custom or privilege to the contrary notwithstanding. In witness whereof the number of original bills of lading stated below have been signed, one of which being accomplished the other(s) to be void. See terms on reverse 承运人已收到符合提单规定的表面状况良好的货物（除本提单另有说明），此货物为承运人接收运输货物一栏所示的全部货物或据称内装相应货物的集装箱或其它货物包装，将从货物接收地或装船港运往卸货港或货物交付地并受本提单的所有条款之约束。货方必须向承运人提交一份经适当背书的正本提单，以换取货物或提货单。 货方接受本提单，即意味着明确接受并同意（如同已签署）本提单正面与背面的所有条款与条件，不论是手写、打印、签章或是印刷的，即使有与此相反的当地习惯和特权也不例外。 兹证明承运人或其代理人已按本提单底部所示的提单份数签发提单，等其中一份正本完成提货任务后，其它各份提单即行失效。 提单条款续背页 Received in apparent good order and condition except as otherwise noted the total number of containers of packages or units enumerated below (*) for transportation from the place of receipt to the place of delivery subject to the terms hereof. One of the original bill of lading must be surrendered duly endorsed in exchange for the goods or delivery order. On presentation of this document (duly endorsed) to the carrier by or on behalf of the holder, the rights and liabilities arising in accordance with the terms hereof shall (without prejudice to any rule of common law of statute rendering them binding on the merchant) become binding in all respects between the carrier and the holder as though the contract evidenced hereby had been made between them. In witness whereof the number of original bills of lading stated below have been signed one of which being accomplished the others to be void. See terms on reverse 兹收到外表状况和条件良好（除本提单另有说明）的下述总数集装箱或其他包装或单位的货物，依据本提单所列条款和条件，从收货地运往交货地。货方必须向承运人提交一份经适当背书的正本提单，以换取货物或提货单。提单持有人或其代表向承运人提交经背书的提单时，依照本提单条款的条件而产生的权利和义务，在不损害普通法或成文法中约束货方的任何规定的条件下，将使本提单持有人和承运人之间的各方面受其约束，如同提单持有人和承运人之间已签订了本提单所证明之契约。 兹证明承运人或其代理人已按本提单底部所示的提单份数签发提单，等其中一份正本完成提货任务后，其它各份提单即行失效。 提单条款续背页 1 / 1
1. Shipper Insert Name, Address and Phone B/L No. 中远集装箱运输有限公司 COSCO CONTAINER LINES TLX: 33057 COSCO CN FAX: +86(021) 6545 8984 ORIGINAL 2. Consignee Insert Name, Address and Phone Port-to-Port or Combined Transport BILL OF LADING RECEIVED in external apparent good order and condition except as other- Wise noted. The total number of packages or unites stuffed in the container, The description of the goods and the weights shown in this Bill of Lading are Furnished by the Merchants, and which the carrier has no reasonable means Of checking and is not a part of this Bill of Lading contract. The carrier has Issued the number of Bills of Lading stated below, all of this tenor and date, One of the original Bills of Lading must be surrendered and endorsed or sig- Ned against the delivery of the shipment and whereupon any other original Bills of Lading shall be void. The Merchants agree to be bound by the terms And conditions of this Bill of Lading as if each had personally signed this Bill of Lading. SEE clause 4 on the back of this Bill of Lading (Terms continued on the back Hereof, please read carefully). *Applicable Only When Document Used as a Combined Transport Bill of Lading. 3. Notify Party Insert Name, Address and Phone 4. Combined Transport * 5. Combined Transport* Pre - carriage by Place of Receipt 6. Ocean Vessel Voy. No. 7. Port of Loading 8. Port of Discharge 9. Combined Transport * Place of Delivery Marks & Nos. Container / Seal No. No. of Containers or Packages Description of Goods (If Dangerous Goods, See Clause 20) Gross Weight Kgs Measurement Description of Contents for Shipper’s Use Only (Not part of This B/L Contract) 10. Total Number of containers and/or packages (in words) Subject to Clause 7 Limitation 11. Freight & Charges Revenue Tons Rate Per Prepaid Collect Declared Value Charge Ex. Rate: Prepaid at Payable at Place and date of issue Total Prepaid No. of Original B(s)/L Signed for the Carrier, COSCO CONTAINER LINES LADEN ON BOARD THE VESSEL DATE BY
第八章海运提单 [学习目的]了解海运提单的基本含义及其在外贸业务中的作用，掌握海运提单的缮制技巧，理解海运提单的基本内容。 [计划学时]三讲6学时 [重点与难点] 重点：海运提单的基本内容 难点：海运提单的缮制技巧。 [教学方法]案例导课，分析引出内容，强调海运提单的外贸单证业务中的重要性，课堂精讲。布置作业两次，并批改。 [教学手段与教具]教学大纲、教案、教材和其他相关教材，单据模板。 [教学过程设计] 第一讲（2个课时） 第一节海运委托书 第二节海运提单理论概述 第二讲（2个课时） 第三节海运提单的主要内容及条款解析 第四节海运提单的缮制 第三讲（2个课时）
第五节实训指导 布置作业：本章节的作业形式：纸制作业 第一节海运委托书 一、海运委托书的含义 何谓海运委托书 海运委托书又叫托运单（Booking Note），是托运人根据贸易合同和信用证条款内容填制的，向承运人或其代理办理货物托运的单证，也是船公司缮制提单的主要依据。 提问：1、哪一方缮制海运委托书？ 2、海运委托书能证明什么？ 二、海运委托书缮制样本 1、海运委托书的内容 参照书中海运委托书样本，解释海运委托书个项目内容。2、海运委托书缮制 解释海运委托书个项目内容缮制依据。 三、租船订舱业务流程 结合书中租船订舱业务流程图，说明租船订舱业务过程。
第二节海运提单理论概述 一海运提单的含义 海运提单（MARINE BILL OF LADING或OCEAN BILL OF LADING），简称“提单”（B/L），是由承运人或其授权的代理人签发给托运人，表明已将特定的货物装上船并经海洋运至目的地的收据和物权凭证。 二、海运提单的作用 1、货物收据 海运提单是承运人或其代理人签发的货物收据（Receipt for the Goods），确认承运人已经按海运提单所列内容收到货物。提单一经承运人签发，即表明承运人已将货物装上船舶或已确认接管。 2、物权凭证 海运提单的合法持有人凭海运提单可在目的港向轮船公司提取货物，也可以在载货船舶到达目的港之前，通过转让海运提单而转移货物所有权或凭以向银行办理抵押货款。 3、运输契约的证明 海运提单是托运人和承运人之间的运输契约的证明（Evidence of Contract of Carrier），是承运人与托运人处理双方在运输中的权利和义务问题的主要依据。
中远COSCO集装箱提单背面条款(中文) 中远集团提单背面条款 1. DEFINITIONS 定义 “承运人”（CARRIER）是指“中远集运”，即中远集装箱运输有限公司。 “货方”（MERCHANT）包括发货人、托运人、收货人、受货人、货主、本提单的合法持有人或被背书人，或与货物或本提单具有现时或未来利益关系的任何人，或被授权代表前述任何一方行事的任何人。 “船舶”按有关上下文情况，包括本提单第6栏所列船舶或其替代船舶，以及承运人或代表承运人于全部运程中的海运阶段所使用的任何支线船或驳船。 “分立契约人”（SUB-CONTRACTOR）包括（除承运人以外的）船舶所有人及经营人，装卸工人，码头、仓库、集装箱储运站经营人及拼箱经营人，公路及铁路运输经营人，及承运人雇佣的用以进行运输的任何独立订约人，以及其小分立契约人（SUB-SUB-CONTRACTOR）。分立契约人一词应包括直接及间接分立契约人及其各自的受雇人、代理人或分立契约人。 “货物”（GOODS）是指自货方收到的全部货物或其任何部分，并包括非由承运人或其代表提供的任何集装箱。“件”是指由货方或其代表装载并铅封的每一集装箱，而不是在集装箱中所装的货物件数，如果此项件数未在本提单正面列明，或者是用“据称内装”或类似词句列明。 “装运单位”（SHIPPING UNIT）是指未以包件运输的任何一个具体单位的货物，包括机械、车辆及船只，但散装货物除外。 “集装箱”（CONTAINER）包括任何集装箱，如开顶集装箱、拖车、可运油罐、框架箱、平板箱、货盘，以及为运输货物而使用的任何其他设备或设施。 本条作为定义条款，用以说明、规定本提单条款中经常出现的一些名词，以便明确在为提单所证明或构成的运输合同中所代表的概念、避免理解上的差异。 有关承运人的定义与提单正面的抬头和承运人签单部位的落款相对应，符合《跟单信用证统一惯例500》对提单签发的要求。本提单所构成或证明运输合同中的承运人仅指中远集运、而非任何其他相关的契约承运人、实际承运人，这样避免了当存在几个运输合同时发生混淆。另外还应指出的是承运人被定义为‘中远集运’（COSCO CONTAINER LINES.），虽然中远集装箱运输有限公司的英文正式名称为COSCO CONTAINER LINES COMPANY LIMITED, 但是我们这里仅使用其商业名称(TRADE NAME)。 关于货方的定义将发货人、托运人、收货人、受货人、货主、本提单的合法持有人或受背书人，或与货物或本提单具有现时或未来利益关系的任何人，或被授权代表前述任何一方行事的任何人纳入运输合同中与承运人相对应的货方，符合提单流转的需要，保护了船货双方共同的权益，便于双方根据运输合同解决纠纷。 关于‘件’的定义是与提单正面的‘不知条款’相对应的，同时也是为适应海商法有关承运人单件责任限制规定的需要。即除非提单上已显示了货物件数或者表明了?据称内装?等类似词句，否则由货方装箱的一个集装箱将作为一件计算，这是因为承运人在接受整箱货时是无法核实货物件数，同时整箱货的运费比拼箱货按件数、重量、体积等单位计收的运费低廉。 *本条款中各项定义也适用于条款注释中出现的相关名词。 2. CARRIER\'S TARIFF 承运人的运价本 承运人所使用的运价本中的条款以及有关费收的其他要求等项，已被载入本提单。请特别注意运价本中所载各项条款，包括但不限于免费堆存期、集装箱及车辆滞留期等。使用的运价本的有关条款，可向承运人或其代理人索取。如本提单与所用运价本之间有不一致之处，应以本提单为准。 本条是用以说明承运人运价本的作用。提单正面、背面条款内容虽然十分丰富，但毕竟是固定的格式，不可能经常更改；而且运输合同项下各项费用的收取，结算的依据往往要与具体港口的特殊要求相对应，或者随着市场的变化而变化，所以承运人用运价本的形式对此作出规定。根据本条款将运价本中的条款并入提单并约束运输合同的各方。 3. SUB-CONTRACTING, INDEMNITY AND CERTAIN DEFENSES, EXEMPTIONS AND LIMITATIONS分立契约、赔偿以及抗辩、免除事项及责任限制 (1)承运人有权在任何时间以任何条件将运输的全部或其任何部分同任何分立契约人订立分立契约，并（或）以任何其他船舶或运输工具代替本船。 货方保证，不向承运人以外的由其履行或承办运输的任何人（包括但不限于承运人的受雇人、代理人或分立契约人）就货物或货物运输一事而提起向其或其所拥有或经营的任何船舶加诸或意欲加诸任何责任的索赔或任何法律诉讼，不论此项责任是否由于此种人的疏忽而引起。如果，即使如此，此项索赔或法律诉讼仍被提起，则货方保证就由此引起的后果包括法律费用，全部赔偿承运人。在不防碍上述规定的情况下，上述第(1)款所述每一个人或船舶，包括但不限于承运人的受雇人、代理人或分立契约人，都应享有本提单所载适用于承运人的在涉及合同或侵权事件中的每一免除事项、抗辩及责任限制，犹如此种条款已为其利益而明文规定，而且在订立本提单时，就上述免除事项、抗辩及责任限制而言，承运人不仅代表其本身，而且也是作为上述的人或船舶的代理人或受托人. 本条就是通常所说的‘喜马拉雅条款’，是提单必须包括的标准条款，其效力也已为海商法、海牙-维斯比规则确认。本条款主要说明承运人的雇佣人在代表承运人履行承运人的部分或全部义务时同样受提单条款的约束和保护。由于索赔方与承运人的雇佣人或代理人没有合同关系，所以索赔方往往会绕过运输合同直接向第三人提起侵权之
海运提单的三个法律功能 一、提单的定义 提单是海上货物运输特有的重要运输单证。英美等国将海陆空运单据通称提单,当专指海运时则称为海运提单,英国船运法规定,提单是由船东或其他代理人所签发的文件,该文件确认货物装上何船并驶往何港,以及运输装船货物的若干条件;在德国,提单是承运人接受承运货物的书面证明,承运人通过提单承担将接管的货物依其所证明的状况运至目的地,并根据提单的内容交付货物的义务。在台湾地区,海运提单称作载货证券,载货证券为运送人或船长于货物装载后、同托运人之请求发给托运人、承认货物业已装船,约定运送期间权利义务及领受货物之特种有价证券。简言之,载货证券为一种货物已上船之书据。它是海上货物运输合同的证明及承运人收受或装载货物的文件。缴回该文件时,承运人应交付货物;提单条款内所载的人或所指定或持有提单人请求交货时,承运人即有交付货物的义务。 二、提单的法律功能 一位着名的英国法官曾说:国际贸易像一张网,提单是这张网的中心。这高度概括了提单在国际贸易中的重要地位。从上述提单的定义和它的由来不难看出,提单具有如下三个基本法律功能,而这些构成其法律地位的核心内容: (一)提单是承运人出具的已接收货物的收据 提单是承运人应托运人的要求签发的货物收据,以此确认承运人己收到提单所列的货物。无论是《海牙规则》还是我国《海商法》均
规定,承运人对于非集装箱运输货物的责任期间是从“货物装上船时起”,并在货物装船后签发“己装船提单”,表明“货物己处于承运人掌管下”,所以提单具有货物收据的性质。但是,提单的货物收据的属性,在班轮运输的实践中,通常不以将货物装船为条件。通常的作法是,当托运人将货物送交承运人指定的仓库或地点时,根据托运人的要求,先签发备运提单,而在货物装船完毕后,再换发已装船提单。 提单中属于收据性的内容主要是提单下面所载的有关货物的标志、件数、数量或重量等。当提单在托运人手中时,它是承运人按照提单的上述记载收到货物的初步证据。原则上承运人应按照提单所载事项向收货人交货。但允许承运人对货物的真实情况在提单上进行批注,并允许承运人就清洁提单所列事项以确切的证据向托运人提出异议。当提单转让给善意的受让人时,除非提单上订有有效的“不知条款”,承运人对于提单受让人不能就提单所载事项提出异议。此时,提单不再是已收到货物的初步证据,而是已收到货物的最终证据。 (二)提单是承运人与托运人之间订立的运输合同的证明 提单不仅包括上述收据性的内容,而且还载明一般运输合同所应具备的各项重要条件和条款,这些内容从法律上讲,只要不违反国家和社会公共利益并不违背法律的强制性规定,对承运人和托运人就应具有约束力。同时,当承、托双方发生纠纷时,它还是解决纠纷的法律依据。基于这些原因,可以说提单在一定程度上起到了运输合同的作用。但是,由于提单是由承运人单方制定,并在承运人接收货物之后才签发的,而且在货物装船前或提单签发前,承、托双方就已经在订舱时达成
海运单与提单的区别和联系 1、提单是货物收据、运输合同、也是物权凭证，海运单只具有货物收据和运输合同这两种性质，它不是物权凭证。 2、提单可以是指示抬头形式，通地背书流通转让：海运单是一种非流通性单据，海运单上标明了确定的收货人，不能转让流通。 3、海运单和提单都可以作成“已装船(Shipped on board)形式，也可以是”收妥备运“(Received for shipment)形式。海运单的正面及各栏目格式和缮制方法与海运提单基本相同，只是海运单收货人栏不能做成指示性抬头，应缮制确定的具体收货人。 4、提单的合法持有人和承运人凭提单提货和交货，海运单上的收货人并不出示海运单，仅凭提货通知或其身份证明提货，承运人凭收货人出示适当身份证明交付货物。 5、提单有全式和简式之分，而海运单是简式单证，背面不列详细货运条款但载有一条可援用海运提单背面内容的条款。 6、海运单和记名提单(Straight B/L)，虽然都具名收货人，不作背书转让，但它们有着本质的不同，记名提单属于提单的一种，是物权凭证，持记名提单，收货人可以提货却不能凭海运单提货。 使用海运单的好处 海运单仅涉及托运人、承运人、收货人三方，程序简单，操作方便，有利于货物的转移。 首先，海运单是一种安全凭证，它不具有转让流通性，可避免单据遗失和伪造提单所产生的后果。 其次，提货便捷、及时、节省费用，收货人提货无须出示海运单，这既解决了近途海运货到而提单未到的常见问题，又避免了延期提货所产生的滞期费、仓储费等。 再次，海运单不是物权凭证，扩大海运单的使用，可以为今后推行EDI电子提单提供实践的依据和可能。 海运单的使用 1、跨国公司的总分公司或相关的子公司间的业务往来。 2、在赊销或双方买方付款作为转移货物所有权的前提条件，提单已失去其使用意义。 3、往来已久，充分信任，关系密切的伙伴贸易间的业务。 4、无资金风险的家用的私人物品，商业价值的样品。 5、在短途海运的情况下，往往是货物先到而提单未到，宜采用海运单。 海运单的不足及解决办法 海运单在实践中也存在着一些问题，为此，国际海事委员会制订并通过了《海运单统一规则》。 海运单的不足主要体现在以下两方面： 1、进口方作为收货人，但他不是运输契约的订约人，与承运人无契约关系，如果出口方发货收款后，向承运人书面提出变更收货人，则原收货人无诉讼权。 《海运单统一规则》第三条规定：“托运人订立运输合同，不仅代表自己，同时也代表收货人，并且向承运人保证他有此权限”，同时，第六条规定：“托运人具有将支配权转让收货人的选择权，但应在承运人收取货物之前行使，这一选择权的行使，应在海运单或类似的文件上注明。”这项规定既明确了收货人与承运人之间也具有法律契约关系，也终止了托运人在原收货人提货前变更收货人的权利。 2、对出口托运人来说，海运单据项下的货物往往是货到而单未到，进口方已先行提货，如果进口收货人借故拒付、拖付货款、出口方就会有货、款两失的危险。为避免此类情况，可以考虑以银行作为收货人，使货权掌握在银行手中，直到进口方付清货款。 海运单将会作为海运提单的替代单据，得到更加广泛的应用，了解海运单方面的知识，才能更好地适应国际贸易的不断发展。 倒签提单卖方承担什么法律后果 在我们大量的进出口贸易的实践中，倒签提单现象对我们每个外销员来说似乎并不陌生，特别是在近洋贸易运输实践中，正确把握好签单日期，是保证结汇安全十分重要的一环。衷心希望大家从其所造成的严重的法律后果上给予充分的认识。 案例： 1999年3月20日，某外国公司(卖方)与我国某进出口公司(买方)签订一项货物购销合同，合同规定交货期为6月10日，付款方式原为信用证，之后卖方擅自变更为托收形式付款。买方于6月8日收到装船电报通知，注明货物已于6月7日载往中国大连港，并注明合约号和信用证号。6月14日买方接到提货通知和随船提单一份，提单上的装船日期为6月11日。为此，买方以外方违约为由拒绝提货并绝付款，同时提出合同作废。外方(卖方)不服，双方协调无效，外方依据仲裁条款提起仲裁。那么，中方以卖方违约为由提出的要求受法律保护吗？如果中方以上述理由提出的要求不受法律保护，那么应以什么事实为由才能使其合法权益获得保障？
The follow are the conditions and exceptions hereinbefore referred to: 1.D EFINTION. “Merchant” i ncludes the Shipper, the Receiver, the Consignor, the consignee, the Holder of the Bill of Lading and the Owner of the Goods. 2.J URISDICTION. All disputes arising under and in connection with this Bill of Lading shall be settled in the flag – state of the ship, or otherwise in the place mutually agreed between the Carrier and the Merchant. 3.P ARAMOUNT CLAUSE. This Bill of Lading shall be subject to the Hague Rules contained in the International Convention for the Unification of Certain Rules of law Relating to Bills of Lading, dated at Brussels the 25th August 1924, or the corresponding legislation of the flag state of the ship. If the stipulation of this Bill of Lading are wholly or partly contrary there to, this Bill of Lading shall be read as if such stipulation or part thereof, as the case may be, were deleted. 4.P ERIOD OF RESPONSIBILITY. The responsibility of the Carrier shall commence from the time when the goods are loaded on board the vessel and shall cease when they are discharged from the vessel. The Carrier shall not be liable for loss of or damage to the goods before loading and after discharging from the vessel, howsoever such loss or damage arises. 5.P ACKING AND MARKS. The Merchant shall have the goods properly packed and accurately and clearly marked before shipment. The port of destination of the goods should be marked in letters not less than 5 cm high, in such a way as will remain legible until their delivery, All fines and expenses arising from insufficiency or inadequacy of packing or marks shall be borne by the Merchant. 6.F EIGHT AND OTHER CHARGES. (1) Advance freight together with other charges is due on shipment. If not prepaid. Though stipulated, the freight and other charges shall be paid by the Mer- chant plus 5% interest per annum running from the date of notification for their payment, If the cargo shipped are perishables, low cost goods, live animals, deck cargo or goods for which there is no Carrier’s agent at the port of destination, the freight for such cargo and all related charges shall be paid at the time of shipment. Freight payable at destination together with other char ges is due on vessel’s arrival. Advance freight and/or freight payable at destination shall be paid to the Carrier in full, and non-returnable and non-deductable irrespective of whatever loss or damage may happen to vessel and cargo or either of them. (2) All dues, taxes and charges or any other expenses in connection with the goods shall be paid by the Merchant. 7.INCORRECT STATEMENT. The Carrier is entitled, at port of shipment and /or port of destination, to verify the quantity, weight, measurement and/or contents of such goods as declared by the Merchant. If the weight, measurement and/or contents of such goods as stated in the Bill of Lading turned out to be inconsistent with that of the goods actually loaded, and the freight paid falls short of the amount which would have been due if such declaration had been correctly given the Carrier is entitled to collect from the Merchant as liquidated damages to the Carrier double the amount of difference between the freight for the goods actually shipped and that misstated. The Merchant shall be liable for loss of and damage to the vessel and/or goods arising or resulting from inaccuracies in stating the description, quantity, weight, measurement or contents of the goods and shall indemnify the Carrier for the costs and expenses in connection with weighing, measuring and checking such goods. 8.LOADING, DISCHARGING AND DELIVERY. The goods shall be supplied and taken delivery of by the Owner of the goods as fast as the vessel can take and discharge them, without interruption, by day and if required by Carrier also by night, Sundays and holidays included, notwithstanding any custom of the port to the contrary and the Owner of the goods shall be liable for all losses or damages including demurrage incurred in default thereof. Discharge may commence without previous notice, If the goods are not taken delivery of by the Receiver from alongside the vessel without delay, or if the Receiver refuses to take delivery of the goods, or in case there are unclaimed goods, the Carrier shall be at liberty to land such goods on shore or any other proper places at the sole risk and expense of the Merchant, and theCarrier’s responsibility of delivery of cargo shall be deemed to have been fulfilled. Weighing on board is only allowed by special permission of the Carrier, including detention and extra costs of discharging, shall be for account of the Receivers or Consignees, notwithstanding any custom of the port to the contrary. If the goods are unclaimed during a reasonable time, or wherever the goods will become deteriorated decayed or worthless, the Carrier may, at his discretion and subject to his lien, and without any responsibility attaching to him, sell, abandon or otherwise dispose of such goods solely at the risk and expense of the Merchant. 9.LIGHTERAGE.,Any lighterage in or off ports of loading or ports of discharge shall be for the ccount of the Merchant. 10..LIEN. The Carrier shall have a lien on the goods and any document relating thereto for freight, dead freight, demurrage and any other amount payable by the Merchant, and for General Average contributions for whomsoever due and for the cost of recovering the same, and for this purpose shall have the right to sell or otherwise dispose of the goods. If on sale of the goods, the proceeds fail to cover the amount due and the cost and expenses incurred , the Carrier shall be entitled to recover the deficit from the Merchant. 11.NOTICE OF LOSS OR DAMAGE, THIME BAR. Unless notice of loss or damage and the general nature of such loss or damage be given in writing to the Carrier or his agent at the port of discharge before or at the time of the removal of the goods into the custody of the person entitled to delivery thereof under the contact of carriage, such removal shall be prima facie evidence of the delivery by the Carrier of the goods as described in the Bill of Lading. If the loss or damage is not apparent, the notice must be given within three days of the delivery.The notice in writing need not be given if the state of the goods has at the time of their receipt been the subject of joint survey or inspection.In any event the carrier and the vessel shall be discharged from all liability in respect of loss or damage unless suit is brought within one year after delivery of the goods or the date when the goods should have been delivered. In the case of any actual or apprehended loss or damage the Carrier and the Receiver shall give all reasonable facilities to each other for inspecting and tallying the goods. 12.LIMITATION OF LIABILITY. All claims for which the Carrier may be liable shall be calculated on the basis of the Merchant’s net invoice cost, p lus freight and insurrance premuim, if paid. In no event shall the Carrier be liable for any loss of possible profit or any consequential loss. The Carrier for any loss of or damage to the goods shall be limited to an amount not exceeding ￡100 per package or freight unit unless the value of the goods higher than the amount is declared in writing by the Shipper before receipt of the goods by the Carrier and inserted in this Bill of Lading and extra freight paid as required. If the actual value of the goods per package of per freight unit exceeds such value, the declared value shall nevertheless be deemed to be the declared value and the Carrier’s liability if any, shall not be the declared value and any partial loss or damage shall be adjusted pro rata on the basis of such declared value. 13.FORWARDING, SUBSTITUTE OF VESSEL, THROUGH CARGO AND RANSHIPMENT. If necessary, the Carrier shall be at liberty to carry the goods to their port of destination by other vessel or vessels either belonging to the Carrier or other persons or by rail or other means of transport proceeding either directly or indirectly to such port and to carry the goods or part of them beyond their port of destination, and to tranship, lighter, land and store the goods on shore or afloat and reship and forward same at the Carrier’s expenses but at Merchant’s risk. The responsibility of the Carrier shall be limited to the part of the transport performed by him on the vessel under his management. 14.DANGEROUS GOODS, CONTRABAND. (1) The Merchant undertakes not to tender for transportation any goods which are of a dangerous, inflammable, radio-active, and/or any harmful nature without previously giving written notice of their nature to the Carrier and marking the goods and the container or other covering on the outside as required by any laws or regulations which may be applicable during the carriage. (2) Whenever the goods are discovered to have been shipped without complying with the subclause 1 above or the goods are found to be contraband or prohibited by any laws or regulations of the port of loading, discharge or call or any place or waters during the carriage, the Carrier shall be entitled to have such goods rendered innocuous, thrown overboard or discharged or other wise disposed of at the Carrier’s discretion without compensation and the Merchant shall be liable for and indemnify the Carrier against any kind of loss, damage or liability including loss of freight, and any expenses directly or indirectly rising out of or resulting from such shipment. (3)If any goods shipped complying with the sub-clause (1) above become a danger to the ship or cargo, they may in like manner be rendered innocuous, thrown overboard or discharged or other wise disposed of at the Carrier’s discretion without compensation except to General Average, if any. 15.DECK CARGO, LIVE ANIMALS AND PLANTS. Cargo on deck, plants and live animals are receive d, handled, carried, kept and discharged at Merchant’s risk and the Carrier shall not be liable for loss thereof or damage thereto. 16.CARGO IN CONTAINERS. (1)Goods may be stowed by the Carrier or his agents or servants in containers and containers whether stowed aforesaid or received fully stowed may be carried on or under deck without notice. The Carrier’s liability for such carriage shall likewise be governed by the terms and conditions of this Bill of Lading irrespective of Clause 15 hereof notwithstanding the fact that the goods are being carried on deck and the goods shall contribute to General Average and shall receive compensation in General Average. (2) If a container has not been filled, packed, stuffed or loaded by the Carrier, the carrier shall not be liable for loss of or damage to the contents and the Merchant shall indemnify the Carrier against any injury, loss, damage, liability or expense incurred by the Carrier if such injury, loss, damage, liability or expense has been caused by: 1) the manner in which the container has been filled, packed, stuffed or loaded; or 2) the unsuitability of the contents for carriage in containers; or 3) the unsuitability or defective condition of the container which would have been apparent upon reasonable inspection by the Merchant at or prior to the time the container was filled, packed, stuffed or loaded. If a container which has not been filled, packed, stuffed or loaded by the Carrier is delivered by the Carrier with the seal intact, such delivery shall be deemed as full and complete performance of the Carrier’s obligation hereunder and the Carrier shall not be liab le for any loss of or damage to the contents of the container, The Shipper shall inspect containers before stuffing them and the use of the containers shall be prima facie evidence of their being sound and suitable for use. 17.REFRIGERATED GOODS. Before loading goods in any insulated space, the Carrier shall, in addition to the Class Certificate, obtain the certificate of the Classification Society’s Surveyor or other competent person, stating that such insulated space and refrigerating machinery are in the opinion of the surveyor or other competent person fit and safe for the carriage and preservation of refrigerated goods, The aforesaid certificate shall be conclusive evidence against the Merchant. Receivers have to take delivery of refrigerated cargo as soon as the vessel is ready to deliver, otherwise the Carrier shall land the goods at the wharf at the Merchant’s risk and expense. 18.TIMBER. Any statement in this Bill of Lading to the effect that timber has been shipped “In apparent good order and condition” does not involve any admission by the Carrier as to the absence of stains, shakes, splits holes or broken pieces, for which the Carrier accepts no responsibility. 19.IRON AND STEEL. Every piece of Iron and Steel is to be distinctly and permanently marked with oil paint and every bundle securely fastened, distinctly and permanently marked with oil paint and metal tagged, by the Merchant, so that each piece or bundle can be distinguished at port of discharge. If the Merchant fails to meet the aforesaid requirements, the Carrier, shall neither be responsible for correct delivery nor liable for expenses arising therefrom. 20.BULK CARGO, GOODS TO MORE THAN ONE CONSIGNEE. (1) As the Carrier has no reasonable means of checking the weight of bulk cargo, any reference to such weight in this Bill of Lading shall be deemed to be for reference only, but shall constitute in no way evidence against the Carrier (2)Where bulk Cargo or goods without marks or cargo with the same marks are shipped to more than one Consignee, the Consignees or owners of the goods shall jointly and severally bear any expense or loss in dividing the goods or parcels into pro rata quantities and any deficiency shall fall upon them in such proportion as the Carriers, his servants or agents shall decide. 21.HEAVY LIFTS AND AWKWARD CARGO. Any one piece or package of cargo weighs 2000 kilos or upwards and any awkward cargo with a length of 9 meters or upwards must be clearly and boldly marked with the weight and/or dimensions and/or length by the Shipper and shall be loaded and discharged by shore crane or otherwise at the ship’s option and at the risk and expense of the Merchant. If any damage, loss or liability to the ship, lighter, wharf, quay, cranes, hoisting tackle, or whatsoever or to whomsoever occurs owing to the lack of statement or mis – statement of weight, measurement or length, the Merchant shall be responsible for such damage, loss or liability. 22.FUMIGATION. In the event of fumigation of goods on board for whatever reason, the Carrier shall not be liable for damage to goods wi thout actual proof of the Carrier’s negligence which shall not be presumed against him, and all expenses incurred are for Merchant’s account. 23.OPTION. The port of discharge for optional goods must be declared to the vessel’s agents at the first of the optional ports named in the option not later than 48 hours before the vessel’s arrival there. In the absence of such declaration the Carrier may elect to discharge at the first or any optional port and the contract of carriage shall then be considered as having been fulfilled. Any option must be for the total quantity of goods under this Bill of Lading. 24.GENERAL AVERAGE AND NEW JASON CLAUSE. (1)General average shall be adjusted. Stated and settled according to the York – Antwerp Rulos, 1974, at any port or place at the carrier’s option. In the event of accident, danger, damage or disaster before or after the commencement which, or for the consequence of which the Carrier is not responsible, by statute contract or otherwise, the goods, Shippers, Consignees or Owners of the goods shall contribute with the Carrier in General Average to the payment of any sacrifices, losses or expenses of a General Average nature that may be made or incurred and shall pay salvage and special charges incurred in respect of the goods, If a salving ship is owned or operated by the Carrier, salvage shall be paid for as fully as if the said salving ship or ships belonged to strangers. Such deposit as the Carrier of his agents may deem sufficint to cover the estimated contribution of the goods, and any salvage and special charges thereon shall, if required, be made by the goods, Shippers, Consignees or Owners of the goods to the Carrier before delivery. 25.BOTH TO BLAME COLLISION CLAUSE. If the vessel comes into collision with another vessel as a result of the negligence of the other vessel and any act, neglect or default of the master, mariner, pilot or of the servants of the Carrier in the navigation or in the management of the vessel, the owners of the goods carried hereunder will indernmify the Carrier against all loss or liability to the other or non-carrying vessel or her Owners in so far as such loss or liability represents loss of or damage to or any claim whatsoever of the Owners of said goods paid or payable by the other or non-carrying vessel or her Owners to the Owners of said goods and setoff, recouped or recovered by the other or non-carrying vessel or her Owners as part of their claim against the carrying ship or Carrier. The forgoing provisions shall also apply where the Owners, operators or those in charge of any vessel or vessels or objects other than, or in addition to, the colliding vessels or objects are at fault in respect of a collision, contact stranding or other accident. 26. WAR, QUARANTINE, ICE, STRIKES, CONGESTION ETC. Should it appear that war, blockade, pirate, epidemics, quarantine, ice, strikes, congestion and other causes beyond the Carrier’s control would prevent the vessel from safely reaching the port of destination and/or discharging the goods thereat, the Carrier is entitled to discharge the goods at the port of loading or any other safe and convenient port and the contract of carriage shall be deemed to have been fulfilled. Any extra expenses incurred under the oforasaid circumstances shall be borne by the Merchant.