A responsible officer should be appointed to maintain appropriate records and to ensure that ballast water management and/or treatment procedures are followed and recorded. (BWM Guidelines, 8.1.2)

(1) Lloyd's underwriters; (2) members companies of the International Underwriting Association (IUA) of London; and (3) other non-affiliated companies (many of which are London branches of foreign insurers).

UK statutory requirements relating to: 

As advised in MGN 358, an Infringement report received by the MCA from a Port Waste Management Plan holder will result in an MCA surveyor being sent to inspect the vessel and take appropriate action, which may include serving a Port State Control or Detention Notice on the vessel or a Prohibition Notice to prevent loading or unloading of the vessel. If the vessel has already sailed, or a Surveyor cannot attend, MCA will request an inspection at the vessel's next port of call in the UK or in the Paris MoU region.

Under the Hague Rules and Hague-Visby Rules the carrier, master or agent need not insert any inaccurate statements on the bill of lading or give any details which he cannot reasonably check. 

The following MCA forms: (1) ALC 1; (2) ALC 1(a); (3) ALC 1(b); (4) ALC 1(c); and (5) ALC 1(d). (ALC stands for Agreement and List of Crew. )

Although some trading is still done face-to-face between member brokers on "The Floor" of the Exchange, most communications between shipbrokers involved in a fixture are now made by electronic means, since the brokers may be in two or more countries. The Baltic Exchange is in effect a communications hub and a key source of market information. Most London brokers and many overseas brokers are members of the Baltic Exchange.

The Confidential Hazardous Incident Reporting Programme, an independent, confidential and voluntary reporting programme for people employed or having an active interest in the aviation and maritime industries. 

The voyage costs. Since the time charterer is the beneficiary of the ship's revenue during the period of hire, he bears the costs of earning that revenue. (See also questions on TIME CHARTERS in Section F. )

Where a surveyor determines that the condition of a ship, including its structure, machinery and equipment, does not correspond substantially with the particulars on a certificate, or is such that the ship is not fit to proceed to sea without danger to the ship or persons on board, he will advise the owner or master of the corrective action required, and will notify the Certifying Authority (e. g. the classification society). If the corrective action is not taken within a reasonable period, the relevant certificate will be suspended. The MCA will give notice of the suspension to the owner, the surveyor and to the Certifying Authority, who must in turn inform the master.

No. British consuls have no responsibility for the affairs of ships other than British ships, i. e. Red Ensign Group ships. The Liberian government representative (if any) in the port would be the appropriate person to go to in this case. The master would be able to seek the assistance of the British consul on personal business, however (e. g. if he had lost his passport).

(1) Damage done by a ship; (2) salvage; (3) seaman's wages; (4) master's wages and disbursements (i. e. sums spent on behalf of owners); (5) bottomry; and (6) respondentia.

MGN 324. IMO Guidelines for the Onboard Operational Use of Shipborne Automatic Identification Systems (AIS) are shown in Appendix III and MCA Guidance on the use of AIS in Navigation together with a list of MCA AIS base stations is shown in Appendix IV.

The master should follow time charterers' instructions insofar as they relate to the commercial activities of the ship, e. g. voyage orders, issuing bills of lading, sending messages, etc. 

Yes.