In both the United States and the United Kingdom, COGSA legislation establishes a list of minimum obligations that a carrier owes to the carrier. If the charterer has shipped the cargo, the charterparty document may contain cogsA or the Harter Act, as the charter is also a Cargo-Owner. Such a foundation is valid and applicable even without exposure of a bill of lading. Otherwise, when a carrier issues a bill of lading to a third party shipper containing the terms of the party to the charter, the shipper/owner of the freight is not held responsible for fees such as stand money, which can only be paid by a charter. An ice clause is inserted into a bill of lading or part of the charter when a ship is connected to one or more ports that may be closed to ice navigation upon the arrival of the ship or after the arrival of the ship. A bunker clause provides that the charterer accepts and pays the full amount of the fuel oil in the bunkers of the port of delivery and vice versa (The owners) for all the fuel oil in the bunkers of the port of the discount at the current price in the respective ports. It is customary to agree on a minimum and maximum quantity in the bunkers when the ship is delivered. Since the OW Bunker test case, ship operators must ensure that bunker feeding conditions are appropriate. A charter party (sometimes part of the charter) is a maritime contract between a shipowner and a “charterer” for the charter of a ship for the carriage of passengers, cargo or a yacht for amusement purposes. In the case of a travel charter, the itinerary is agreed in advance and the charterer has little leeway to intervene in the program. On the other hand, the charter is almost one between a shipwreck charter and a voyage charter, since the charterer decides on the voyages and ports and orders the shipowner`s crew to comply with them. This can lead to compensation problems: while the shipowner assumes responsibility for the ship in a charter of voyage, the shipowner may have to be compensated, in the context of a temporal charter, for losses or debts directly attributable to the charterer.

The party to the charter is a contract for the carriage of goods in the event of the use of a tramp. This means that the Charter party will clearly and unambiguously set out the rights and obligations of the shipowner and the charterers and that all subsequent disputes between them will be settled in the court or an agreed forum by referring to the agreed terms as defined in the party to the charterer. . . .