سید نورالله شاهرخی

Background and Theoretical Basis: In today's world, due to the relatively complex procedures of judicial proceedings in national and international courts, the use of arbitration for the resolution of disputes is expanding. International maritime arbitration has a special place because more than 90 percent of goods and maritime trade is carried out by sea and ships, and this type of arbitration has been identified as a special category of arbitration in the guidelines of the International Bar Association (IBA). Relatively few law firms specialize in maritime arbitration, and there is a need to pay attention to the resolution of disputes between shipping companies at the national and international levels, given the high volume of international trade. Methodology: In this research, using a descriptive-analytical method, the identification of the parties and the entry of a third party into the arbitration of maritime disputes were studied and analyzed. The purpose of this article is to analyze and discuss the approaches adopted by arbitral tribunals and courts regarding the legal status of non-signatory parties in the context of the two main centers of maritime arbitration: London and New York. Findings and Conclusion: As a matter of principle, only parties who have executed an arbitration agreement will be bound by it. However, there are exceptions where parties may be allowed to refer to or be forced to arbitrate even though they have not signed an arbitration agreement.  In the maritime industry, the issue of determining whether an arbitration clause is binding on third parties is critical. The structure of this section is susceptible to disputes involving non-signatories. Usually, maritime contracts are concluded by third parties in the framework of agency relationships, and contracts are assigned. Also, whether bills of lading can bind the holder to the charter party's arbitration clause is often disputed. The complexity of today's maritime trade has resulted in operators such as ship-owners, charterers, and cargo owners often operating in a corporate group structure where affiliates in specific business areas are interrelated and sometimes operate as an organization. "Front" for other companies.