Yes. They are collected a system that operates in the UK and Ireland and are shared between the three lighthouse authorities serving the two nations: Trinity House, the Northern Lighthouse Board, and Commissioners of Irish Lights.

(1) Under Regulation 11: answer all questions as to health conditions on board put to him by a customs officer or authorised officer on arrival in port or if  already in port; (2) under Regulation 13: report, before arrival, any infectious disease, etc. on board; and, (3) under Regulation 15: if there was anything to report under Reg. 13, complete a Maritime Declaration of Health.

Yes. This can be verified by experimenting with the parameters entered on the Ship Risk Profile Calculator.

No.

Except in the Panama Canal (see below), the pilot is an advisor to the master, without having command, navigational control or charge of the vessel. The pilot's duty is restricted to advising the master of local conditions affecting safe navigation. The master has full responsibility for the navigation and manoeuvring of his ship during all acts of pilotage. (Hence the bridge movement book term, "To Master's Orders and Pilot's Advice". )

A recommendation that the ship: (1) should enter or leave a port in a relevant area; (2) should not enter or leave a port in a relevant area; (3) should not be bunkered; or (4) should only be bunkered subject to certain conditions, until the MCA are of the opinion that there is no longer a serious threat of pollution or a risk to human life. (For other questions on this subject, see the end of Section I.) 

An oily water separator is a machine fitted in all ships (not just tankers) for reducing the oil content of engine room oily bilge water before it is discharged overboard.

The authorized officer must first inspect the ship.

At least: name and IMO number of receiving ship; port; date of commencement of delivery; name, address and telephone number of marine fuel oil supplier; product name(s); quantity (metric tons); density at 15°C (kg/m3); sulphur content (% m/m); and a declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in conformity withregulation 14(1) or (4)(a) and regulation 18(1) of MARPOL Annex VI.

The finder may be entitled to a salvage reward. The goods will not be released to their owner until any outstanding charges have been paid, including any salvage award made.

Cargo is delivered to the receivers, or to their order. The average adjuster then commences collecting documents for the adjustment, which may take several months or even years to complete.

The shipowner; each cargo owner (however many); the owners of the ship's bunker fuel (who are often time charterers); the recipients of the freight at risk (usually the shipowner or time charterers). Where cargo is owned by more than one party, each cargo owner is treated as a separate interest and bears his own share of any general average loss, no matter how small.

The Secretary of State may give a direction in respect of a ship under this paragraph if in his opinion it is necessary for the purpose of: 

International Code for Fire Safety Systems (FSS Code) and the International Code for Application of Fire Test Procedures (FTP Code) (under chapter II-2); International Life Saving Appliance Code (LSA Code) (under chapter III);

 Form E, which supplements the Cargo Ship Safety Equipment Certificate and lists the total number of persons for which LSA is provided.