To submit, for use in any ensuing legal proceedings, a formal statement to protect the shipowner's legal position. In some countries, the shipowner cannot claim general average contributions from cargo interests unless a protest is submitted in compliance with the local law.

A campaign at least once a year when regional port State control authorities, sometimes jointly (e. g. the Paris MoU together with the Tokyo MoU), conduct inspections focused on an agreed particular area of concern, or when new requirements have entered into force.

It will depend partly on owners' instructions (as recorded in the SMS) and the requirements of any charterparty, and partly on the nature of the voyage and the time of year. On a winter westbound trans-Atlantic voyage, for example, it may be prudent to carry a weather reserve of perhaps 3 days' bunkers, whereas on an eastbound voyage only one or two days' reserve might be adequate.

To certify that there is in force in respect of the ship a policy of insurance or other financial security satisfying the requirements of Article VII of the International Convention on Civil Liability for Oil Pollution Damage, 1992.

To improve vessel transit safety by providing vessels with advance information of other reported marine traffic and any additional information, advice and recommendations which may affect vessel traffic safety within the VTS area.

The Receiver of Wreck, an MCA official based at MCA headquarters, Southampton. The main task of the Receiver of Wreck is to process incoming reports of wreck in the interest of both salvor and owner. This involves researching ownership, liaising with finder and owner, and other interested parties such as archaeologists and museums.

A document on which the agent has made a calculation of the amount of demurrage (owed to owners) or despatch (owed to charterers), as the case may be, based on the facts in the Statement of Facts.

"Jetsam", "flotsam", "lagan" or derelict found in or on the shores of the sea or any tidal water.

A: General information: (a) Ship identification (name, call sign, IMO number or MMSI number); 

If a vessel is in danger and there is sufficient time, the master should seek the advice and instructions of the shipowners before calling for assistance, and before agreeing salvage terms with another ship. 

All types of wastes not covered by other MARPOL Annexes that are generated in the accommodation spaces on board the ship. Domestic wastes do not include grey water.

As a collision of ships, stranding or other incident of navigation, or other occurrence on board a ship or external to it resulting in material damage or imminent threat of material damage to a ship or cargo. (The definition follows the wording used in the 1969 Intervention Convention and in UNCLOS.)

Broadly, ships flying flags of States which are Parties to MARPOL, and ships not entitled to fly the flag of a Party State but operating under the authority of a Party State. Each Annex defines which ships the Annex specifically applies to, e.g. Annex II applies to all ships carrying noxious liquid substances in bulk.

(1) Harbour pollution; (2) a fine on the owner/operator; (3) a fine on the master; (4) detention of the ship in port; (5) an adverse effect on owners' deductibles and standing with their P&I club; (6) loss of ISM certification.

Reg. III/1: Mandatory minimum requirements for certification of officers in charge of an engineering watch in a manned engine-room or designated duty engineers in a periodically unmanned engine-room;