They should either be empty, or contain only ballast or other material of such a nature or so disposed as to make a thorough inspection possible.

No. A UK ship marked with load lines must not be so loaded that: (1) if she is in salt water and has no list, the appropriate load line on each side is submerged; or (2) in any other case, the appropriate load line on each side would be submerged if she were in salt water and had no list, (e. g. as in the question, where she is in dock water).

A Type B ship of over 100 m length assigned a freeboard less than that required normally, where the flag State Administration is satisfied that she meets the rules relating to protection of the crew, freeing arrangements, covers and single compartment damage stability. Hatch covers are to be steel, with weathertightness achieved by gaskets. The ship may be called a Type B-60 or B-100 ship.

The CSO and SSO are required to ensure the effective implementation of the SSP by carrying out drills and exercises at appropriate intervals. 

An IEE Certificate will be valid throughout the life of the ship, but will cease to be valid if the ship is withdrawn from service or a new certificate is issued following major conversion of the ship, or on transfer of the ship to another State. (Res. MEPC. 203(62))

Lists of flag States ranked according to the number of detentions of ships flying their flags following port State control inspections in the Paris MoU region during the last three years. The Black List lists flag State with a significantly worse-than-average detention record, the White List lists flag States with a significantly better-than-average detention and the Grey List lists flag States with a detention record which is neither significantly better-than- average nor significantly worse-than-average. The lists are published on 1 July annually in the Paris MoU Annual Report.

MCA Instructions for the Guidance of Surveyors specifies requirements for: (1) "vessel secured alongside berth/at anchor - live ship"; and (2) "vessel secured alongside berth/at anchor - dead ship".

Without prejudice to any fine for overloading, the master will be liable on conviction on indictment, to an unlimited fine, and on summary conviction, to a fine not exceeding the statutory maximum (£5, 000).

A formal agreement (usually called a Memorandum of Understanding, or MoU) between regional port State Administrations on the use of harmonised port State control inspection procedures and the sharing of inspection data, designed to eliminate the operation of sub-standard foreign ships in the region covered by the MoU.

A "suitable number" of copies must be carried. 

A standard protecting clause, recommended by P&I clubs, which allows the vessel to deviate off her contract route to take advantage of cheap bunker prices obtainable at ports near oil producing centres, allowing the vessel to the full roundtrip bunkers. 

In consultation with the chief engineer, the master should:

Acts such as: (1) taking a tow to a port of refuge after a major machinery failure;

A partial loss incurred through a deliberate act performed with the intention of protecting all the interests involved in a voyage from a danger which threatens them all.

Every ship becomes eligible for a periodic inspection as follows: (1) High Risk Ship (HRS): between 5 and 6 months after the last inspection in the PMoU region; (2) Standard Risk Ship (SRS): between 10 and 12 months after the last inspection in the PMoU region; (3) Low Risk Ship (LRS): between 24 and 36 months after the last inspection in the PMoU region. The time span for the next periodic inspection re-starts after any inspection.