He should follow the average adjuster's advice, which will normally be to obtain Average Bonds and Guarantees on all sound cargo being discharged after the general average act, and to accumulate evidence required for the adjustment. The adjuster will make an estimate of the total value of the loss or damage and advise the shipowner of the rate of contribution required from each party.

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.

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).

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.

(1) The off-going master's hand-over report; (2) the combination number for the master's safe; (3) the current manning (in comparison with the minimum safe manning listed on the Safe Manning Document and the company's manning requirements); (4) the standard of crew competency and training.

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).

Compensation for a salvor's efforts to protect the environment, payable under Article 14 of the International Convention on Salvage where his salvage reward fails to cover his expenses or where he fails to earn any salvage reward.

(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.

A partial loss incurred through a deliberate act performed with the intention of protecting all the interests involved in a voyage from a danger which threatens them all.

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.

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.

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.

An arrangement of piping and hoses used to collect vapour emitted from a tanker's cargo tanks and transport the vapour to a vapour processing unit. (Standards for Vapour Emission Control Systems, MSC/Circ. 585)

(1) After every case of general average;

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.)