A Certificate of Insurance or Other Financial Security in respect of Civil Liability for Bunker Oil Pollution Damage.
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.
Information related to the ship, its machinery and equipment or to rule requirements which does not require survey or corrective action, e. g. exemptions from rule requirements. MOs (or "class memoranda") may be issued relating to items considered to be of no immediate material significance regarding safety, but which may be of use to owners.
The Merchant Shipping (Training and Certification) Regulations 1997 define "near-coastal voyage" as "a voyage during which the vessel is never more than 150 nautical miles from a safe haven in the United Kingdom, or never more than 30 nautical miles from a safe haven in the Republic of Ireland". The area within these limits is sometimes referred to as the "UK near-coastal area".
A signed undertaking given by cargo receivers stating that, in return for delivery to them or to their order of the goods noted in the bond, they agree to pay the proper proportion of any general average charges (and salvage or special charges) which may thereafter be ascertained to be due from the goods. Lloyd's Average Bond form (LAB 77) is normally used.
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 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.