iii. Further exploitation of Knock for Knock Agreement. –It is commonly used in offshore industry. The parties to the contract take responsibility for loss of or damage to their own property, injury or death of their own personnel, regardless of fault. The benefit of such a contract to the parties is, inter alia, that they know for certain their risk and liability exposed under or arising out of such a contract, in other wods the division of liability and risk is clear and certain so that expensive and timeous litigation can be avoided.—because of the potential large sum or claim at stake in the event of damage. III) Insurance arrangement, disclosure and representation—Clause 21.1, the owners shall be solely responsible for loss of or damage to their own property, injury or death of their own personnel, regards of fault without recourse to the charterers. This will mean that, having settled owners’ claims for damage to their property by H&M and claims for injury or death to Owners’ own personnel by vessel’s P&I Club. ---Neither H&M nor P&I can pursue subrogation action and claim for a recovery against the charterers even if the chartere were in fault and caused the loss, damage, personnal injury or death.
iv. Knock for Knock 的起源--无从考究, 很有可能是从汽车保险挪用的。早在几十年前，汽车保险业已经有著“KFK”的安排 – 根据这个安排，两辆汽车碰撞后，保险公司对各自承保的车辆赔偿，而不论哪一方的错失责任，均不向对方追偿，以求达到节省诉讼费用的目的。
v. 含有Knock for Knock条款的租约格式—
Knock for Knock条款普遍在海上钻探石油行业的运输合同中被使用，例如： 1) Bimco “Heavycon”2) Bimco “Towcon” 3) Bimco “Towhire”4) Bimco “Supplytime” 基本概念是 ：
“Knock-for-knock” contracts limit the risk and minimize insurance costs by avoiding duplication in the cover needed, as each party’s insurance should only be called upon to respond to losses in respect of his own property and personnel.”
在海上石油工业中，事故损失的金额可达到数千万甚至上亿元，如果没有”KFK”的做法，契约双方不单需要付出财产损失险的保险费,还需要承担责任险(在船东而言 - 对所载货物或所拖带的船艇, 在货主/租家或被拖方而言 – 对船东或拖轮的责任)保费，造成沉重负担。
石油行业能普遍使用这个做法其中一个很重要的原因是参与业务活动的基本上都是有数的长期player，从宏观和长期的角度来说，有这个需要，而不象一些打了就跑的偶尔参与者那样计较单一事件的得失。
在Bimco 的Towcon和 Towhire被普遍使用之前, 国际上的使用拖带合同一般以英国的UK Standard Conditions for Towage 为基础, 因为订立这个条款的有关人等所持的观点是 ： 拖航或其他使用拖轮的服务属于高风险业务，拖方不愿意承担风险， 所以这个条款对拖轮方面是较为偏袒的, 例如拖方可以对下列损失免责：
1) 拖轮造成或蒙受的任何损失 2) 拖轮或被拖物的灭失
3) 对第三方的责任, 包括因拖轮的疏忽或不适航引起的责任。
vi. Knock for Knock 的使用， 除了上述节省保险费的原因外， 其实也是从使用一边倒的英国标准拖航条款变成双方个自负责自己损失的一个演进（估计这个演进也是船货双方的妥协）。
vii. 重吊和半潜船都是近年的产物，在这类船舶出现前，大件重货多以驳船运输，虽然这种运输方式的载运条件现在较难考究，但应是在提单注明“Shipped on deck at the shipper’s own risks”, 所以可以说货主对自行负责货损及不能向船方追偿也是比较习惯的。
viii. 为了完全贯彻KFK的精神, 在货物保险中有需要把船东列为被保险人而不被代位求偿, 否则货损经过保险公司又回到船东身上, KFK就形同虚设了。必需承认，一般的货物保险人对放弃代位求偿是有所抗拒的，但钻油大件的运输险一般都是由石油公司的
Package Policy承保，对于这些保单的保险人来说，放弃对船东的代位求偿几乎已是一个标准的做法了。
ix. 根据Heavycon第 21.1条，船东需对船舶，船员/船方人员及船东所雇用的其他人员等等的以外负责，不可向租方追偿。对各项的保险保障可细化如下 ：
项目 保障来源
All loss or damage to/sustained by the vessel 船舶险
Any liability to wreck removal & expenses of moving, lighting or buoying the vessel 保赔险
Any liability iro death or injury of any of the Owners’ employees, servants, agents or sub-contractors’ personnel 保赔险
Any liability iro( in respect of ) other cargo on board not the subject of this contract 保赔险
上述都是船舶险和保赔险的正常承保项目，保险人应根据保单赔偿。但因为不是每一个船舶保险人都了解和熟悉Heavycon 里面的KFK条款，所以在投保时最好告知保险人有关条款的规定，并要求同意在使用Heavycon时放弃对租方的代位求偿权。
Heavycon 第22.2 对船东的保险要求是:
“The Owners shall arrange at their expense such insurance(s) as required to protect the Charterers against the Owners’ liabilities under Clause 21.1”
第21.1条中所述及的liabilities 是:
“any liability in respect of wreck removal and the expense of moving, lighting or buoying the Vessel, and any liability in respect of death or injury of any of the Owners’ employees, servants, agents or sub-contractor’s personnel”
这些责任都是船东的P & I承保的风险，所以船东在购备了P & I险后就已经履行这条项下的责任了。
第21.1条的liabilities还包括了：
“any liability in respect of cargo on board not the subject of this contract” 鉴于上述UK保赔协会第 5 H viii的规定，这些“其他货物“亦需用Heavycon terms载运，否则保赔协会就不负责了。
x. 至于P & I方面，Heavycon是各协会同意接受的租约，亦即同意接受ＫＦＫ的规定，所以可视为放弃了代位求偿权。从另外一个角度来看，如果船舶保险人承保了一条半潜船，亦得到被保险人有关Heavycon租约的明确告知，他事实上并没有代位求偿的权利－因为船东根据租约的ＫＦＫ条款已经放弃了对租方的追偿，那保险人又怎么可以代为行驶一个本来就没有的权利?
（二） 关于保险的特殊约定—Clause 22—Co-insured arrangement
Owners vs Charterers. –Clause 22.1 and 22.2-- However, under the local law and/or international conventions, it is still possible for Owner to pursue claims against the charterers.
The reason for clause 22.2 to require Owners to take out insurance to protect the charterers against any liabilities under Clause 21.1. The same reasons for Clause 22.1 binding the charterers’ arrangement in cargo insurance.
But due to the time of insurance arrangement is different, vessel’s insurance renews annual or place before it put into operation, at this time, Owners have no idea of the charterers to be co-insured.
（三） Himalaya Cargo Clause—Clause 23
1、 It is hereby expressly agreed that no servant or agent of the Owners ( including evey ndependent contractor from time to time employed by the Owners ) shall in any circumstances whatsoever be under any liability whatsoever to the Shipper, Consignee or owners of the cargo or to any Holder of the Bill of Lading for any loss, damage or delay of whatsoever kind arising or resulting directly or indirectly from any act, neglet or default on their part while acting in the course of or in connection with their emplyment and, but witht prejudice to the generality
of the foregoing previsions in this Clause, every exemption, limitation, condition and liberty herein contained and every right, exemption from liability, defence and immunity of whatsoever nature applicable to the Owners or to which the Owners are entitled hereunder shall also be available andshall extend to protect every such servant or agent of the Oweners acting as aforesaid and for the purpose of all the foregoing provisions of this Clause the Owners are or shall be deemed to be acting as agent of trustee on behalf of and for the benefit of all the benefit of all persons who are or might be their servants or agents from time to time ( including independent contractor as aforesaid ) and all such persons shall to the extent be or be deemed to be parties to the Contract.
2、 The Owners shall be entitled to be paid by the Shipper, Consignee, owners of the cargo and/or Holder of Bill of Lading ( who shall jointly and severally liable to the Owenrs therefore ) on demand any sum recovered or recoverable by either such Shipper, Consignee, owners of the cargo and/or Holder of Bill of Lading or any other from such servants or agents of the Owners for any such loss, damage, delay or otherwise. --Same as the Standard clause in Maritime
3、 本条款也与KFK有关。
（四） Both to blame collision clause—Clause24—Particular American Clause 1、条款内容： 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 the servants of the Owners in the navigation or in the management of the Vessel, the owners of the cargo carried hereunder will indemnify the Owners against all loss or liability to the other 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 the said cargo, paid or payable by the other non-carrying vessel or her Owners to the owners of the said cargo and set-off, recouped or recovered by the other non-carrying vessel or her Owners as part of their claim against the carrying vessel or Owners. The foregoing 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 or contact.
2、对Heavycon而言，因有KFK的特殊安排，本条款更显得重要；Heavycon好多合同又涉及American Trade，本条款为Particular American Clause就更加重要。
（五） General Average and New Jason Clause
1、Clause 25 York-Antwerp Rules 2004的影响通过合同形式不予采纳；
2、New Jason Clause的作用--对Heavycon而言，本身这种约定与KFK的特殊安排似有冲突之处，故本条款更显得重要，明明白白告知租家参与共损分摊；Heavycon好多合同又涉及American Trade，本条款为Particular American Clause就更加重要。
（六） Limitation of Liability—Clause 28---
i. 须特别强调，在Heavycon中，本条款相当重要，因为货物价值、高风险、天文数字般的索赔（第三者责任、人身伤亡索赔、残骸打捞等责任通常是惊人的）所以，必须在合同中加以明确。
ii. Clause 28---Wording –Any provisions of this Contract to the contrary notwithstanding, the Owners shall have the benefit of all limitations of, and exemption from, liability accorded to the Owners or chartered Owners of the vessels by any applicable statute or rule of law for the time being in force, and the same benefits to apply regardless of the form of signatures given to this Contract.
iii. 在洽谈合同中经常遇到租家会提出，根据互惠互利、平等原则，租家也想享有本合同项下的责任限制、免责权利。这是不能接受的，---基于海运的特殊性—Maritime adventure，海运上的特殊规定、惯例是为了鼓励更多的有勇气者从事Marine Adventure。
（七） Law and Arbitration—Clause32—American charterers & English Owners-租家通常是美国的石油公司、船东的保赔协会是英国的保赔协会。因此，全协会要求尽量适用英国法律，起码要适用美国联邦法律。但不能适用美国某一州法律。