The document certifies that the ship is capable of complying with International Grain Code requirements when loaded in accordance with the approved grain loading stability information booklet. It does not normally have an expiry date.
Statutory enforcement notices used in the UK (and some other countries) to enforce (chiefly) health and safety legislation. A Prohibition Notice prohibits an unsafe operation or the use of an unsafe item of equipment, and an Improvement Notice requires specified improvements to bring health and safety arrangements up to regulation standard within a specified period. Non- observance of their requirements leads to a prosecution by the issuing body.
MGN 81 strongly urges compliance with the IMO Guidelines for the Control and Management of Ships' Ballast Water to Minimize the Transfer of Harmful Aquatic Organisms and Pathogens. MGN 363 provides information and interim guidance for use until the BWM Convention has been ratified by the UK and domestic legislation has been made. MIN 283 contained Practical guidelines for ballast water exchange in the Antarctic Treaty Area.
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.
(1) Ships reported by another Member State excluding unexpected factors; (2) ships involved in a collision, grounding or stranding on their way to port; (3) ships accused of an alleged violation of the provisions on discharge of harmful substances or effluents; (4) ships which have been maneuvered in an erratic or unsafe manner whereby routeing measures, adopted by the IMO, or safe navigational practices and procedures have not been followed; (5) ships which have been suspended or withdrawn from their Class for safety reasons after last PSC inspection; (6) ships which cannot be identified in the PMoU database.