Knowledge of the different subgenies is therefore important in the translation of such documents, as many formal and communicative aspects of the original text are determined by the subgenre to which they belong. For example, if the original text is called BALTIME or LINERTIME, we know that it is a time charter party, that is, an agreement to charter the ship for a period of time. However, if the original document is called GENCON, we know that the Charter would apply to a number of trips and not to a number of periods, as explained in paragraph 3.2. This is it. Charter Round Voyage (viaje redondo, fletamento de viaje redondo or fletamiento por viaje redondo). Here the ship is chartered for a voyage, but on a temporal charter basis, i.e. for the time required for the duration of the voyage. We can therefore conclude that the charter agreements are closely linked to Bills of Lading. However, depending on the activity for which the vessels are chartered, they may also be related to other genres, such as marine insurance and other documents related to the loading, transport, unloading and delivery of goods, such as the single administrative document (documento énicoistrativo [DUA]) and the Cargo Manifesto (carga manifiesto), to name a few.

It is a contract by which a ship is made available to a charterer at a so-called charter price to travel or travel for the charterer for a certain period of time. As Del Pozo Triviéo and Padén Romero explain in time charters, with regard to the Spanish context, Del Pozo Triviéo and Padén Romero (2005: 816) explain that this type of transport is subject to dual internal treatment in Spain, namely UK law and Spanish law. The charter parties are therefore subject to both jurisdictions, since these agreements are due to the common law of the United Kingdom. The authors explain that many such agreements are seen as a list of exceptions and exceptions to the legal principles established in the United Kingdom and not as a full-fledind contract. As explained in Section 3.1, a charter party is an agreement whereby a shipowner leases or leases his (s) ship (s) to another party, the charterer, to supply goods by sea for some consideration known as rent. The charter would be either a time charter, a travel charter, or a demise charter, and the charterer may charter all or part of the vessel for the transport of its goods and/or enter into a transport subcontractor with other shippers who would supply all or part of the shipment of goods or use the vessel as a general vessel. A car letter is usually issued in all cases when goods are loaded or shipped. Charter of constant travel (fletamento por viajes consecutivos).

In this case, the vessel is chartered for a number of permanent routes or for as many routes as it is possible to travel within a specified time frame. The charter party is an agreed agreement, and therefore a written format is not necessary for it to exist and be effective. Therefore, a written format is only required for evidence purposes. However, in the maritime sector, it is customary to formalize shipping contracts in writing. This is done first by entries in the logbook, in the Bill of Lading on board and much later in the agreement called Charterparty. To this end, gabaldén Garcia and Ruiz Soroa declare: Slot Charter (fletamento of slots). Here, for some slot machines, i.e. fixed-sized spaces that accommodate a standard container, some slots are chartered instead of chartering the entire ship. This is a typical standard historical agreement that is reached when the charterer wishes to lease the entire cargo capacity of a ship for a particular voyage.

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