CENTROCON. This charterparty approved by the Chamber of Shipping of the United Kingdom is in general use for shipments of grain from the River Plate to all parts of the world. It was published in 1914.
Container leasing. Containers may be offered for carriage of goods by the carriers themselves or the carriers may not actually own the containers, rather leasing them from lessors. Other parties, such as shippers, may also wish to lease a container. Therefore the containers can be owned by the ocean carriers, the lessors and also other transport operators, such as railway companies, shippers C themselves and large freight forwarders.
Convenient speed. The stipulation in a voyage charterparty that the vessel, after completion of loading, shall proceed with all possible speed to port of destination, is usually changed into "with all convenient speed" or "with all reasonable speed" The latter expression eliminates any controversy, which may arise about the speed actually maintained on the voyage.
Paramount clause. (Also termed Clause Paramount.) This clause is generally found in a bill of lading but can also be found in a charterparty. The main purpose of such a clause is to incorporate the terms and conditions of the Hague or Hague-Visby Rules (or the Hamburg Rules) into the document which is (or which evidences) the contract of carriage of goods by sea. The Paramount clause can also incorporate particular legislation, such as the United States Carriage of Goods by Sea Act 1936.
Cargo-Quality. A description in the bill of lading as to the quality of goods does not bind the carrier. The person signing and issuing the bill of lading is not considered to have the expertise nor the duty to ascertain quality. The shipowner can adduce evidence to show that the goods were not of the quality stated on the bill of lading.
Charterparty bills of lading. In "Charterers' bills of lading" (above)' emphasis was laid on the identity of the carrier and whether this person was the charterer. The charterparty and the bill of lading are also connected usually by incorporation of charterparty terms and conditions into the bill of lading.
Colliery guarantee. This is an undertaking in a contract between the colliery owners and the charterer or shipowner. The colliery agrees to supply the cargo and load the vessel on usual colliery terms. If a reference to "colliery guarantee" is incorporated in a coal charterparty the charterer is relieved from any liability for delay to the vessel if the colliery does not supply the coal within the agreed laytime.
Collision Liability. Around the middle of the 19th century, hull underwriters decided to extend the hull and machinery policy to embrace legal liabilities incurred by the assured in consequence of collision between the insured ship and any other ship or vessel. Liabilities resulting from contract with anything other than another ship or vessel were excluded from the cover, as were loss of life or personal injury.
Brokerage (or Commission). It is customary to express the remuneration for the broker's time and efforts in negotiating and arranging the contract as a certain percentage of the money earned by the shipowner. (In marine insurance, the broker is generally paid a commission by the underwriter although the assured is the broker's client and the services are for the client.) In shipbroking, the term "brokerage" is generally preferable instead of "commission" because the latter term is usually related to the charterer's reward as "address commission".