(1) Basically it is a "No cure, no pay" contract.
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.
Every ship becomes eligible for a periodic inspection as follows: (1) High Risk Ship (HRS): between 5 and 6 months after the last inspection in the PMoU region; (2) Standard Risk Ship (SRS): between 10 and 12 months after the last inspection in the PMoU region; (3) Low Risk Ship (LRS): between 24 and 36 months after the last inspection in the PMoU region. The time span for the next periodic inspection re-starts after any inspection.
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.
Except in the Panama Canal (see below), the pilot is an advisor to the master, without having command, navigational control or charge of the vessel. The pilot's duty is restricted to advising the master of local conditions affecting safe navigation. The master has full responsibility for the navigation and manoeuvring of his ship during all acts of pilotage. (Hence the bridge movement book term, "To Master's Orders and Pilot's Advice". )
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.
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 master of a UK ship must ensure that, when the ship enters a VTS area in the territorial waters of an EEA State (i. e. an EU Member State, Norway or Iceland), the ship must comply with the rules of the VTS if they are in accordance with IMO Guidelines. The master of a non-UK ship must ensure that, when the ship enters a VTS area in UK territorial waters, the ship must comply with the published or promulgated VTS rules.