Each completed operation must be signed by the officer(s) in charge of the operations concerned. For example, where bunkering is a joint deck/engine room operation, the chief mate and either the chief or second engineer would probably sign the entries.

(1) Ship identification (name, call sign, IMO number or MMSI number); 

The department or agency of a port State Administration with responsibility for the control of vessels at ports and anchorages within the State's territorial sea. For example, the MCA is the port State control authority in the UK, the Australian Maritime Safety Authority (AMSA) is the port State control authority in Australia, and the US Coast Guard is the port State control authority in the USA and US territories.

The person must (1) be 18 or over;

A Record of Equipment for the Cargo Ship Safety Certificate (Form C), which lists: 

Under section 246(4) of the Merchant Shipping Act 1995, he may forcibly repel them.

As a transitional arrangement in cases of change of flag or Company. 

A plan, required under Regulation 22 of MARPOL Annex VI (as amended by MEPC.203(62)) to be carried from 1 January 2013 on each new and existing ship of 400 GT and above, intended to establish a mechanism for a company and/or a ship to improve the energy efficiency of the ship's operation. The SEEMP may form part of the ship's Safety Management System (SMS).

(1) When material alterations have been made in the hull or structural strength such as would necessitate assignment of an increased freeboard;

Where, under the VTM Regulations, the MCA gives a shipmaster a recommendation about entering or leaving port or bunkering, or an opinion about bunkering, the master must inform the ship owner of that recommendation or opinion as soon as is practicably possible and by the quickest means available.

While some port authorities specify the number of tugs to be used, it is the master's responsibility to hire as many tugs as are necessary to control his ship. Damage to the quay will generally be the ship's fault and the shipowner will be liable.

It will depend on the company's procedures, as detailed in the Safety Management System documentation, but the P&I clubs advise as follows:

From the shipowner or manager, from the ship's agent at the arrival port, or from the P&I club correspondent for that port, or from the P&I club's managers. Some P&I clubs publish worldwide ballast water updates.

A private body having sufficient expertise and qualified personnel to carry out specified safety assessment work on radiocommunication on its behalf.

Yes, as described in paragraphs 11 and 12 of MSN 1794.