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.

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 bill of lading used in the liner trades. Typically, the carrier's standard terms and conditions will be printed in very small print on the back.

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.

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).

It will equal his expenses, i. e. out-of-pocket expenses reasonably incurred in the salvage operation, and a fair rate for equipment and personnel actually and reasonably used. It is paid by the shipowner (who will normally be reimbursed by his P&I club).

(1) The general emergency alarm signal; 

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).

Perhaps because of the low value of the ship and cargo he was trying to salve or because the ship sank before he could complete the salvage operations.

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.

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

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

Emergency Response Procedures for Ships Carrying Dangerous Goods ("The EmS Guide"); Medical First Aid Guide for Use in Accidents Involving Dangerous Goods. They are in the Supplement to the IMDG Code.

(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.