A code number for the applicable control action. Examples are: 10: Deficiency rectified; 15: Rectify deficiency at next port; 16: Rectify deficiency within 14 days; 17: Master instructed to rectify deficiency before departure; 18: Rectify non-conformity within 3 months; 19: Rectify major non-conformity before departure; 30: Grounds for detention; 40: Next port of call informed; 50: Flag State/consul informed; 70: Classification society informed; 85: Investigation of contravention of discharge provisions in MARPOL.


A business entity acting as a local agent for one or more (and often several) carriers, and whose main function is procuring bookings of shipping space from local shippers. Major carriers maintain a network of liner agents in the main cities of countries served by their services.

The Special Compensation P&I Clause, a supplementary clause to LOF 2011, 2000 and 1995 agreements that provides for an alternative method of assessing Special Compensation to the method prescribed by Article 14 of the International Convention on Salvage, 1989.

Normally, the party who has made an extraordinary sacrifice or expenditure to avoid a peril (and who needs to recoup his loss), which in most cases is the shipowner. If ship and cargo have both been saved by a jettison of cargo, however, it may be the owner of the jettisoned cargo who appoints an average adjuster and declares general average. Generally, the party to the adventure who requires contributions from the other parties will be the one who appoints the adjuster, and the adjuster will give guidance on making a declaration.


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.