A certificate required under an Act of Parliament or a government regulation made under powers conferred by an Act, e. g. a Passenger Certificate, an International Load Line Certificate or a Safe Manning Document.

Discharge of cargo residues that cannot be recovered using commonly available methods for unloading is permitted within a special area while the ship is en route and where all the following conditions are satisfied: 

Official Log Book; GMDSS Log; Oil Record Book; Garbage Record Book; crew agreement (ALC) documents; Incident Report Form (IRF); Draught of Water and Freeboard Notice (MSF 2004, formerly FRE 13); Additional Freeboard Sheets (AFS); Certificates of Discharge; Watchkeeping Certificates; Navigational and Engine Room Watch Rating Certificates; Return of Births and Deaths (RBD.1).

(1) The Company; (2) the company that provides the SSAS equipment and receives the alert; or (3) a third party contracted by the Company. (Other Red Ensign Group Administrations have different requirements on this subject. )

The Marine Insurance Act 1906 defines it as "every wrongful act wilfully committed by the master or crew to the prejudice of the owner, or, as the case may be, the charterer".

The upper and lower ice waterlines (UIWL and LIWL) between which the ship is intended to operate in ice.

The agreed rate for carrying the cargo, payable by charterers to owners in accordance with the charter party. In deep-sea trades it is usually in US dollars In short-sea trades it may be in a local currency. 

They would probably be deprived of all defences under the Hague or Hague- Visby Rules (as applicable), as well as common law, to liability for cargo loss, damage and delay, and would consequently be greatly exposed to claims. (The owners would not necessarily lose their insurance cover if the deviation was not authorised by them, however, e. g. if it was an act of barratry by the master. )

The master, as the carrier's representative, is the bailee of the cargo, and as such is responsible for the proper care and delivery in good condition of the goods. The master should look after the cargo as if it were his own uninsured property. (See also The master as bailee in Section E. )

The MCA may authorise a collective agreement or a workforce agreement permitting exceptions to the minimum hours of rest limits and the restrictions on dividing rest into periods. 

(1) A ship with a defective engine; 

(a) Name of ship and IMO, official or fishing vessel number including flag of the country of registration; 

The right to treat the contract as having been discharged (i. e. to repudiate the contract), and to sue to recover damages to compensate him for any obligations already performed. Alternatively he may affirm (i. e. continue to perform) the contract, and sue for damages to compensate him for the breach.

The master should: (1) ensure the safety of the ship, personnel and the seaman himself; 

In a manner that minimises the disturbance of rest periods and does not induce fatigue.