The Fine Print: Charter Agreements, Insurance & Local Rules

Before you ever cast off, you sign a charter agreement — the contract that makes you the temporary skipper. It spells out the charter dates, the crew list, and crucially your liability. As the bareboat skipper (recall from card 1: no professional crew comes with the boat), you are legally responsible for the vessel and everyone aboard during the charter.

The money terms hinge on the security deposit (also called the damage deposit) and the insurance excess — the amount the insurance won't cover, which you pay out of pocket if something goes wrong. Say the deposit is €2,000: bump a dock and crack the gelcoat, and repairs up to €2,000 come out of that deposit. Many companies sell a damage waiver (an extra daily fee, sometimes called a deductible-reduction insurance) that lowers or eliminates this exposure — trading a bigger upfront cost for peace of mind. Read what's excluded: losing the dinghy, running aground, or damaging the sails is often not fully covered.

Sailing in foreign waters adds a layer of local regulations. You typically need your sailing certificate (e.g. an ICC — International Certificate of Competence) and often a VHF radio licence aboard. Many countries require a cruising permit or transit log, charge national-park and mooring fees, and enforce rules on anchoring, protected zones, and checking in with the port authority. The charter base briefs you on these — but ignorance is not a defence if a coastguard stops you.

Do the boat check-in inventory carefully at handover: note every existing scratch, dent, and missing item in writing with photos. That documented baseline is what protects your deposit when you return the boat.