To use his best endeavours to: 

At ports in England The Public Health (Ships) (England) Regulations 1979, as  amended, apply, implementing provisions of the International Health  Regulations (2005) on ship sanitation certificates. Equivalent Scotth, Welsh and Northern Ireland regulations apply at ports in Scotland, Wales Northern Ireland respectively. 

Costs of bunkers, lubricants and stores whilst deviating (as well as whilst regaining position after the call at the port of refuge).

Emergency Response Procedures for Ships Carrying Dangerous Goods ("The EmS Guide"); Medical First Aid Guide for Use in Accidents Involving Dangerous Goods. They are in the Supplement to the IMDG Code.

Load lines indicating the depth to which a passenger ship may be loaded having regard to the extent to which the ship is subdivided and to the space for the time being allotted to passengers. They are additional to the ship's ordinary load lines and, on a UK ship, are assigned and marked to correspond with the subdivision draughts approved by the MCA for alternative service conditions. They are permitted under SOLAS regulation II-1/13.

The Baltic and International Maritime Conference, which has an international membership of shipowners, shipbrokers, agents and P&I clubs. BIMCO represents the views of its members and helps them avoid costly business mistakes. It publishes many well-drafted forms including charter parties and bills of lading, and publishes the journal BIMCO Bulletin. Website: www. bimco. org

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.

In SOLAS regulation V/23.

No oil tanker of 5, 000 dwt or more carrying heavy grades of oil as cargo, irrespective of its flag, may enter or leave an EU port or offshore installation or anchor in an area under the jurisdiction of an EU Member State (including for ship-to-ship transfer operations, bunkering, crew changes, storing, etc. ), unless it is double-hulled. Single-hull oil tankers of 600 dwt or more but less than 5, 000 dwt can continue operating until the anniversary in 2008 of their delivery date. The ban is an interim measure pending the complete phasing-out of all single-hull tankers. (See also questions on Condition Assessment Scheme in Section D. )

Port charges; cargo discharge costs; cargo storage costs; reloading costs; temporary or permanent repair costs; survey costs; agency fees; crew costs.

A rule in major IMO conventions that, when inspecting a ship flying the flag of a State which is not a party to the Convention, Port State Control Officers must ensure that the treatment of such a ship and its crew is not more favourable than that of a ship flying the flag of a State party to that Convention. For example, many States have not yet ratified or acceded to MARPOL Annex VI, but ships flying their flags will still be required to meet the requirements of Annex VI to pass port State control inspections.

(1)A 72-hour pre-arrival notification to the port State control authority for ships eligible for expanded inspection (i. e. ships with a High Risk Ship (HRS) profile and all passenger ships, oil tankers, gas carriers, chemical tankers and bulk carriers older than 12 years); and (2) a 24-hour pre-arrival notification to the port State control authority for all ships. (For details see Paris MoU region pre-arrival notifications, below. )

Apart from the average adjuster: (1) hull and machinery insurers; (2) the P&I club; (3) the classification society; (4) a general average surveyor in the general interest; (5) solicitors; (6) agents at the port of refuge; (7) charterers.

A Certificate of Insurance or Other Financial Security in respect of Civil Liability for Oil Pollution Damage.

No, but it is by far the most popular. Various other forms are in use around the world, some of them mandatory in a coastal State's waters. In Japanese waters, for example, the Japanese Form of Salvage Agreement may be offered by a local salvor. The U.S. Open Form Salvage Agreement may be used in the US. There is also a Beijing Form, a Moscow Form, a Hamburg Form and others.