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The charterers also require from the ship-owners to execute the determined voyages, without unjustifiable delays and deviations. It is difficult to determine which delay is justifiable and which is not. If a master, who has the voyage’s control and knows the prevailing conditions at trades and ports, judges that a delay is necessary for a ship’s, crew’s and cargo safety, then the delay is considered justifiable.

Concerning the loading and unloading operation, the charterer requires from the ship-owner to exercise due diligence for the appropriate, safe and speedy receipt, loading, stowage, unloading and protection of cargo. In order to ensure the ship’s safety, the ship-owner has the duty to supervise the loading and unloading operation. If inappropriate loading methods are allowed, the ship-owner is rendered responsible for the possible consequences. Loading and discharging must be performed in such a manner so that the cargo will not be damaged and the ship will not lose its stability. The charterer wishes the ship to take as much cargo as possible, without exceeding the safety limits determined by the loadline zones. In addition, the avoidance of stoppages during the loading and unloading operation is deemed necessary. It must be mentioned that the master should reduce the time of arriving-loading and unloading-departing, i.e. the “turn-around” time, to the minimum. The vessel’s stay in port is considered as non-productive since the productivity of a ship is measured in ton-miles per DWT that the ship performs on sailing for a time-period. The minimization of the ship’s delay in a port is the result of team-work performed by the port agent, the charterer, the cargo owner and the cargo receiver.

The charterer desires his/her cargo to be transported with safety, to be delivered on time and at the port of destination. All persons involved in the oil transportation process are obliged to be appropriately trained according to the IMO’s requirements in order to ensure the appropriate loading, transportation, unloading and delivery of cargo.

The charterer wishes to maintain good relations with the shipping company. The relations of the charterer with the crew must be excellent, especially in the case of time charter or bareboat charter. The charterer wishes to remain satisfied with the master’s behavior and actions, especially with regard to his/her compliance to commercial employment orders and to navigational instructions. It should be mentioned that in the case of a bareboat charter, where the charterer has the commercial operation of the ship, he/she engages the crew and the captain is obliged to comply with the orders and instructions of the charterer regarding navigation, employment and operation. In the case of time charter, the charterer has the commercial employment of the ship with the result that the master is obliged to comply with the charterer’s employment orders and not with the charterer’s navigational instructions. However, although the charterer has no right to give navigational instructions, he/she asks from the master to understand and respond to his/her reasonable demands. On the other hand, the master is obliged to act logically every time he/she receives the charterer’s orders, some of which require immediate execution while others need negotiation before executing.

Additionally, the charterer aims to maintain good relations with the shipping company and, more specifically, he/she wants full cooperation with the personnel for satisfying his/her requirements to such an extent that the ship-owner’s interests will not be damaged.

The charterer considers that a modern information system is also essential in order to familiarize himself/herself with the voyage situation. The system must be appropriately designed to provide, on a daily basis, useful and updated information concerning the ship’s performance (in technical and financial terms), fuel consumption, the vessel’s service speed, the ship’s movements, estimation of arrival at ports, etc. rom the above analysis, it is concluded that the decisions of charterers and their chartering policy in the tanker market are more oriented to safety. On the other hand, the decisions of charterers in the bulk carrier market are more oriented towards freight than towards safety. Ships operated in the spot market must comply with the charterers’ demands concerning type and size, but the emphasis is given to the low cost of sea transport operations. During the last century, improved efficiency, bigger ships and more effective organization of the shipping operation have brought about a steady reduction in transport costs and a higher quality of service. The vessel must be available at the right port, area or dock, at the right time and ask for a freight level, which is competitive in comparison with what other interested parties may offer.