A Cesser Clause is a voyage charter party clause stating that "charterers' liability will cease on shipment of cargo and payment of freight, deadfreight and demurrage", i. e. sums incurred at the loading port. 

International Load Line Exemption Certificates may be issued to ships of Convention size on international voyages in certain circumstances (see below). UK Load Line Exemption Certificates may be issued to ships which do not ply internationally or which are not Convention ships (i. e. are less than 150 GT or less than 24 m in length).

A tool on the Paris MoU website which can be used (by any user) to determine whether, according to the generic and historic parameters selected, a ship will be considered a Low Risk Ship (LRS), High Risk Ship (HRS) or Standard Risk Ship (SRS).

Broadly, ships flying flags of Party States, when on international voyages. Each chapter (I to XII) defines the ships to which that chapter applies. Application may depend on type of ship (e.g. chapter X - High Speed Craft), or date of build (e.g. chapter II-1 - Construction - subdivision and stability, machinery and electrical installations), area of operation (e.g. chapter V - Safety of navigation), tonnage (e.g. chapter IV - Radio communications) or cargoes (e.g. chapter VI - Carriage of cargoes and oil fuels). Each chapter may also exempt certain ships from the chapter's requirements.

Compensation for a salvor who has carried out salvage operations in respect of a vessel which, by itself or its cargo, threatened damage to the environment but where the salvor has failed to earn a reward under Article 13 of the Salvage Convention at least equivalent to the special compensation assessable under Article 14. It was introduced into the 1989 Salvage Convention as an incentive to professional salvors to stay in the salvage business, since so many were leaving it due to low salvage rewards failing to cover high salvage costs.

The Merchant Shipping (Counting and Registration of Persons on Board Passenger Ships) Regulations 1999. They implement Directive 98/41/EC and SOLAS regulation III/27. MSN 1794 explains the requirements of the Regulations.

A rule in major IMO conventions that, when inspecting a ship flying the flag of a State which is not a party to the Convention, Port State Control Officers must ensure that the treatment of such a ship and its crew is not more favourable than that of a ship flying the flag of a State party to that Convention. For example, many States have not yet ratified or acceded to MARPOL Annex VI, but ships flying their flags will still be required to meet the requirements of Annex VI to pass port State control inspections.

Unless a private settlement is made between finder and property owner, the award is decided by a civil court having Admiralty jurisdiction.

(1) Notify the owner, agent and charterer of the ship's safe arrival alongside. (2) Contact and liaise with the local P&I club correspondent.

The activities and items covered by the survey or inspection. MSN 1751 contains a "Scope of surveys" section listing the scope of initial surveys and other surveys in the Harmonised System of Survey and Certification.

MGN 301 contains a specimen Pilot Card (at Appendix 1), Wheelhouse Poster (at Appendix 2) and Manoeuvring Booklet (at Appendix 3).

When a vessel is to proceed down-river to sea she may submerge her marks (beyond the allowance for dock water) to allow for the consumption of bunker fuel, water and stores on the river passage.

A certificate, issued by a P&I club to a vessel entered with the club for cover against third party liabilities, as evidence of the contract of indemnity insurance between the club and the club member or members named in the certificate. It shows the risks covered (e. g. "Class 1 Protection and Indemnity risks"), any inclusions (e. g. "four fourths collision liability in accordance with Rule... "), any exclusions, and the deductible(s) to be borne by the member.

A Certificate of Insurance or Other Financial Security in respect of Civil Liability for Bunker Oil Pollution Damage.

By the value of his bunkers remaining on board at the termination of the voyage, plus any freight at risk, if he is the recipient of freight. (Where the time charterer actually owns the cargo there may not be any freight at risk.)