A charter party (sometimes charter party) is a maritime contract between a shipowner and a „charterer” for the rental of a ship for the transport of passengers or goods or a yacht for entertainment purposes. The US Carriage of Goods by Sea Act (COGSA) and the United Kingdom Carriage of Goods by Sea Act 1971 (which ratifies and contains the Hague-Visby rules) do NOT apply to chartered lots, but do not apply to charter lots (and similar documents such as ship supply markets or shipping letters). [6] Charter party is a transport contract for thinking in case of using a tramp. This means that the charter party will clearly and unequivocally set out the rights and obligations of the shipowner and the charterer and will resolve any subsequent disputes between them in court or in an agreed forum by referring to the agreed terms, as defined in the charter part. The name „Charter party” is an anglicization of the French charter part, that is, a doubly written document, so that each party retains half. [1] [2] In pleasure boats, the rental of barbootyacht is the most frequent charter agreement. A time trip or charter is used only for larger yachts and is unusual. Charter yacht fleets are usually made up of boats of individuals or companies that use their boats only part-time or as an investment. A recent innovation in recreational transportation is Time-Share Chartering, in which several charterers are allocated a certain number of days per month or season in a manner similar to the time allocation of real estate. A bunker clause provides that the charterer accepts and pays all fuel in the ship`s bunkers in the port of delivery, and vice versa (owner) to pay for all the fuel-oil in the ship`s bunkers in the port of the current price in the respective ports. It is customary to agree a minimum and maximum amount in the bunkers when handing over the ship. Since the OW Bunker test case, ship operators have been required to ensure that the conditions of supply in the hold are adequate.

While a party to the charter is the contract between a shipowner and a charterer, a transport contract is concluded between the shipper and the carrier. A carrier issues a shipper a bill of lading, a receipt of freight shipped, which also serves as proof of the transport contract. (In a charter charter, the charterer is the carrier; in a temporary or travel charter, the shipowner is the carrier). A finite mooring clause is inserted into a portion of the charter, i.e. the line begins to be counted as soon as the vessel arrives at the loading or unloading port, „whether it is qualière or not.” It protects the interests of shipowners from delays when ships have to wait for a berth. A firing clause is inserted in the rental parties which indicate as a safe port a safe port in a particular area, z.B area Havre/Hamburg. There are three main types of charter parties: time, travel and loss and another: Le ofrecemos varios tipos de Traductores Inglés Espaéol, de los cuales los mejores combinan traduccién automética sensitive al contexto con traduccién interactiva, guiada por el usuario. Nuestra mejor versién, el Translator Professional Plus 5, abarca las siguientes funciones: imegenes para una mejor seleccién de significados, a Médulo de Opciones de Traduccién que usa un asistente de seleccién m`ltiple para escoger dentro de todas lasbles posi Reconocimiento de Voz para capacidades de dictado y Comandos de Voz que le Comandos de Voz que le Descargue una versién de prueba ahora! When a bill of lading is issued to the shipowner by the shipowner, the question arises as to which document is the dominant one.

[7] [8] If a shipper returns a bill of lading to a carrier (perhaps as a pawn), the carrier will only hold it as a pledge.