If the Charterer sends a vessel to an unsafe port，and she is damaged as a result，he will have to indemnify the（）.

The master may bind the Shipowner or Charterer（）doing such things as are necessary on the part of the one or of the other to carry out the contract.

The Shipowner must not stow goods on deck（）there is a trade usage to that effect or the Charterer has given his express or implied consent.

If the Shipowner agrees to the voyage originally ordered by the Charterer，he is entitled to be paid hire（）for the excess period.

The master’s authority to act in the interests of the cargo owner is part of his general authorityas servant of the Shipowner，and therefore（）will be liable if the master abuses his powers.

Unless otherwise agreed，（）must take the goods from alongside，though this obligation may be varied by a custom of the port which is not inconsistent with the express terms of the contract.

The importance of the distinction between a charter by demise and a charter party proper（）that under the former the master is the agent of the Charterer，not of the Shipowner.

The consignee’s refusal to take delivery，or failure to do so within a reasonable time，also puts an end to（）liability as a carrier.

The owner is not at liberty to leave the port of call as soon as the time specified in the charter-party has elapsed，though the Charterer may，if the contract so provides，be liable to compensate（）for the delay．

The basic shipping paper that forms an agreement between a shipowner and a charterer is a （）.