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.
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.
A recommendation that the ship: (1) should enter or leave a port in a relevant area; (2) should not enter or leave a port in a relevant area; (3) should not be bunkered; or (4) should only be bunkered subject to certain conditions, until the MCA are of the opinion that there is no longer a serious threat of pollution or a risk to human life. (For other questions on this subject, see the end of Section I.)
Many States (including the UK) have enacted legislation incorporating the Hague-Visby Rules into their national sea carriage of goods law. Where no such national legislation applies, and there is no legislation making the Hague Rules or Hamburg Rules apply, the Hague-Visby Rules may still be made applicable by the shipowner inserting appropriate words into the Clause Paramount in the contract of carriage.
It draws attention to an extract from an IMO Resolution (A. 285(VIII)), which states: "Despite the duties and obligations of a pilot, his presence on board does not relieve the officer of the watch from his duties and obligations for the safety of the ship. He should co-operate closely with the pilot and maintain an accurate check on the vessel's position and movements. If he is in any doubt as to the pilot's actions or intentions, he should seek clarification from the pilot and if doubt still exists he should notify the master immediately and take whatever action is necessary before the master arrives."