Port charges; cargo discharge costs; cargo storage costs; reloading costs; temporary or permanent repair costs; survey costs; agency fees; crew costs.
(1)A 72-hour pre-arrival notification to the port State control authority for ships eligible for expanded inspection (i. e. ships with a High Risk Ship (HRS) profile and all passenger ships, oil tankers, gas carriers, chemical tankers and bulk carriers older than 12 years); and (2) a 24-hour pre-arrival notification to the port State control authority for all ships. (For details see Paris MoU region pre-arrival notifications, below. )
To notify all relevant local officials (port State Administration, harbour authority, customs, immigration, port health, etc. ), and to arrange visits by the surveyors representing the various interests. He may also need to arrange for discharge and temporary storage of cargo during repairs. He will usually also collect general average security and salvage security documents and deposits.
No oil tanker of 5, 000 dwt or more carrying heavy grades of oil as cargo, irrespective of its flag, may enter or leave an EU port or offshore installation or anchor in an area under the jurisdiction of an EU Member State (including for ship-to-ship transfer operations, bunkering, crew changes, storing, etc. ), unless it is double-hulled. Single-hull oil tankers of 600 dwt or more but less than 5, 000 dwt can continue operating until the anniversary in 2008 of their delivery date. The ban is an interim measure pending the complete phasing-out of all single-hull tankers. (See also questions on Condition Assessment Scheme in Section D. )
At ports in England The Public Health (Ships) (England) Regulations 1979, as amended, apply, implementing provisions of the International Health Regulations (2005) on ship sanitation certificates. Equivalent Scotth, Welsh and Northern Ireland regulations apply at ports in Scotland, Wales Northern Ireland respectively.
No, but it is by far the most popular. Various other forms are in use around the world, some of them mandatory in a coastal State's waters. In Japanese waters, for example, the Japanese Form of Salvage Agreement may be offered by a local salvor. The U.S. Open Form Salvage Agreement may be used in the US. There is also a Beijing Form, a Moscow Form, a Hamburg Form and others.
Where, for example: (1) there is a prospect that a vessel being salved will become a total loss before successful completion of the salvage operation; or (2) there is a prospect that any Article 13 reward for saving property will be will be less than the costs of the salvage operation (e. g. due to low ship or cargo values).