The Master of a vessel may tender a Notice of Readiness to the charterer when the vessel （）.

We must take the Charterer’s benefit（）full consideration.

Where a clause in a charter-party stated Charterers to have full use of the ship’s gear as on board，it was held（）this did not imply that the Charterers were to be responsible for stowage.

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

Usually it will be（）who will be liable for the payment of demurrage.

Where events have rendered performance of the contract illegal either by English law or by the law of the country in which performance was to have taken place，the Charterer will（）from the liability to provide a cargo.

The fixing of a canceling date on a charter-party merely（）warning to the Shipowner that non-arrival by this date may result so as to entitle the Charterer to rescind.

The Charterers to have the benefit of any return insurance premium receivable by the Owners from the Underwriters by reason of the Vessel being in port for a minimum period of 30 days provided the Vessel be on hire. This indicates that return insurance premium is to be reimbursed by the Owners to（）.

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.

Where goods are stowed on deck without the shipper’s consent，the（）is alone responsible for its loss by jettison，because he has placed them in a dangerous position in violation of his undertaking to carry them safely.