(1) Lloyd's Register (LR); (2) Bureau Veritas (BV); (3) Det Norske Veritas DNV); (4) American Bureau of Shipping (ABS); (5) Germanischer Lloyd (GL); (6) Registro Italiano Navale (RINA); and (7) Nippon Kaiji Kyokai (NKK or Class NK) (with certain restrictions).

Refuse to sign, and consult the nearest P&I club correspondent for advice.

Priority I. This means the inspection is mandatory, i. e. the port State control authority must carry it out before departure of the ship.

Yes. A classed ship which has had her class suspended or withdrawn, e. g. after being damaged or on failing a survey, will normally have her statutory certificates suspended or withdrawn by the flag State Administration.

Taking all reasonable precautions to see that the vessel is fit for the voyage contemplated. 

It can be defined as "a fortuitous partial loss caused by a peril insured against". Basically, PA is an accidental partial loss of insured property, e. g. damage to a ship's hull. The costs are claimed on the hull and machinery insurance policy.

(1) In the liner trades (e. g. container and ro/ro shipping), it is usually the shipowner, since he either uses his own cargo-handling equipment and labour, or hires it. 

Weekly and monthly. 

If a cargo owner can show that his loss was caused by a failure of the carrier to exercise due diligence to make the vessel seaworthy, the carrier will not be able to rely on any other clauses in the Hague-Visby Rules which reduce his liability (i. e. the exceptions from liability).

The officials holding the inquiry may confirm the DfT's decision and cancel or suspend the certificate, or censure the seaman, or make an order for costs.

(1) They must be medically fit. 

The master or an officer appointed by him, accompanied by at least one other crew member (of any rank) must inspect every part of the crew accommodation at least every 7 days. 

All vessels leaving a UK port for a destination outside the EU or for a free zone within the EU.

IMO states what must be achieved, leaving classification societies, ship designers and naval architects, marine engineers and ship builders the freedom to decide on how best to employ their professional skills to meet the required standards. This makes possible alternative designs and arrangements for ships.

Under The Merchant Shipping (Provisions and Water) Regulations 1989 (SI 1989/102) the employer and the master have a general duty to provide "adequate" provisions and water to the crew.