A Passenger Ship Safety Certificate (PSSC) is a SOLAS requirement and is basically a three-in-one safety certificate (construction, equipment and radio, covering the requirements of SOLAS chapters II, III and IV), whereas a Passenger Certificate (PC) is a UK Government requirement for a non-SOLAS passenger ship, stating the maximum number of persons the ship can carry within specified plying limits. A PSSC is required by every passenger ship on an international voyage, whereas a passenger ship operating only on domestic voyages requires a PC.

By virtue of regulation 4(4) of The Merchant Shipping (Safety of Navigation) Regulations 2002: UK ships of Class V; UK ships which are neither passenger ships nor sea-going; new ships of Class A, B, C or D; fishing vessels; and high speed craft to which The Merchant Shipping (High-Speed Craft) Regulations 1996 apply.

A General Average Deposit Receipt, but never in duplicate.

Yes. The flag State Administration may waive the steering gear test requirements for ships which regularly engage on voyages of short duration, but such ships must carry out these checks and tests at least once every week.

A register which is either: (1) established within a State under separate legislation from that governing the State's national register (as in the case of the NIS and DIS registers of Norway and Denmark respectively); or (2) established under the legislation of an offshore territory having legal links to the parent country (e. g. the Isle of Man register, which is linked to the UK, the Madeira register, which is linked to Portugal, and the Canary Islands register, which is linked to Spain).

For example, damaging engine, propeller or hull during refloating operations; jettison of cargo from underdeck; jettison of cargo carried on deck by a recognised custom of the trade; slipping an anchor and cable to avoid a collision.

(1) Setting, monitoring and enforcing standards of safety and pollution prevention on vessels flying the State's flag; 

An identifiable deviation (from the requirements of the SMS) which poses a serious threat to personnel or ship safety or serious risk to the environment and requires immediate corrective action. In addition, major non-conformity includes lack of effective and systematic implementation of the requirements of the ISM Code. Examples might be a fire alarm system failure, a missing liferaft, or a fault with an oil/water separator.

They are equitably shared by all the parties to the common adventure (i. e. the voyage), each contributing in proportion to his percentage of the total values involved (e. g. ship + cargo + freight at risk).

A seven-digit permanent identification number, with the prefix IMO, provided under the IMO Unique Company and Registered Owner Identification Number Scheme to Companies and registered owners managing ships of 100 GT or more engaged on international voyages. It is sometimes called the IMO Company Identification Number and was introduced under SOLAS regulation XI-1/3-1.

Each crew member must participate in at least one abandon ship drill and one fire drill every month.

A written plan for the safe execution of a voyage from berth to berth, as required by SOLAS regulation V/34 and drawn up in accordance with the IMO Guidelines for Voyage Planning. (The term "passage planning", used by many seafarers, is not used by IMO. Any navigational plan for a sea passage only should form part of the more extensive voyage plan.)

He should: (1) check the weather forecast; (2) review the voyage plan with the navigating officer; (3) liaise with the chief engineer and chief officer about readiness for sea; 

The master should give the assisting vessel's master all possible assistance to enable him to do the job, but should bear in mind that the more that can be done without the salvor's assistance, the less will be the salvage reward. For example, the salvor may want to put a party on board to connect up the towline, but the ship's crew should be able to do that. The more the salvor does, the greater his reward is likely to be.