The master should (with the company and/or salvor, where appropriate): 

Yes. They are collected a system that operates in the UK and Ireland and are shared between the three lighthouse authorities serving the two nations: Trinity House, the Northern Lighthouse Board, and Commissioners of Irish Lights.

No. Shipmasters are under a statutory obligation to save human lives only. The first priority is to decide how to save the lives on board, and then think about saving the ship if circumstances permit. Once they volunteer salvage services, they also take on a statutory duty towards the environment.

Unless the cargo is carried on deck in accordance with a recognized custom of the trade, e. g. it is a timber deck cargo or containerized cargo, the cargo owner will have no claim under the York-Antwerp Rules to a general average contribution from the other parties to the adventure.

Any spoiled or unspoiled food substances and includes fruits, vegetables, dairy products, poultry, meat products and food scraps generated aboard ship.

(1) That the construction and equipment of the ship have been found to comply with the provisions of the IMSBC Code;

(1) ISM applies to safety at sea and pollution prevention, whereas ISO 9002 applies to quality assurance of services; 

(1) A State which is party to MARPOL Annex VI and which intends to regulate VOC emissions from tankers at its ports and terminals must ensure that vapour emission control systems are provided in designated ports and terminals, and must notify IMO of the size of tankers to be controlled, the cargoes requiring a vapour emission control system, and the effective date of such control.

The original, 13-paragraph, edition (resolution A. 741(18)).

When a ship in ballast is not under charter and the only party with property at risk is the shipowner, there is no "common adventure" and there can therefore be no general average.

The Secretary of State may give a direction in respect of a ship under this paragraph if in his opinion it is necessary for the purpose of: 

(1) Ships with a High Risk Profile;

Yes.

To ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment (in particular, to the marine environment) and to property. (ISM Code, 1. 2. 1)

He should note the appearance of the side shell, upper works and fittings, including the condition of the drought marks, load lines, mooring ropes, rigging of accommodation ladder, safety net, etc., visible life-saving appliances, fire fighting appliances, safety signs and security arrangements (e. g. access controls and signaler). These things usually give a good indication of the quality of the ship's on-board management.