Where a port State authority requires that specific ballast water procedures and/or treatment option(s) be undertaken, and due to weather, sea conditions or operational impracticability such action cannot be taken, the master should report this fact to the port State authority as soon as possible and, where appropriate, prior to entering seas under its jurisdiction. (BWM Guidelines, 8.1.1)
Costs associated with the ship's employment, including costs of bunker fuel, canal tolls, light dues, port charges (including pilotage, towage, berth charges, agency fees, linesmen's charges, etc.), passenger-handling costs, and cargo- handling costs. Voyage costs are the costs incurred to earn the freight or other voyage revenue. They vary with the length of the voyage and the number of port calls.
Banning applies to all ship types and is based on the number of detentions of a ship in a specified period. (1) If a ship flies a flag on the Paris MoU Black List it will be banned after more than 2 detentions in the previous 36 months. (2) If a ship flies a flag on the Grey List it will be banned after more than 2 detentions in the previous 24 months.
No, but it is by far the most popular. Various other forms are in use around the world, some of them mandatory in a coastal State's waters. In Japanese waters, for example, the Japanese Form of Salvage Agreement may be offered by a local salvor. The U.S. Open Form Salvage Agreement may be used in the US. There is also a Beijing Form, a Moscow Form, a Hamburg Form and others.
On behalf of the owners of the ship and the owners of all "maritime property" on board including any cargo, cargo containers, bunkers, stores and other equipment, and the recipients of any freight at risk. On a ship with contractors' equipment on board, such as a diving support vessel, the owners of that equipment would also be included. All the owners of "maritime property" become liable for a contribution to the salvor's reward if he is successful.