A D-1 Ballast Water Exchange Standard, which can be achieved using either of three methods of ballast water exchange, and a D-2 Ballast Water Performance Standard, which is achieved by ballast water treatment. (For questions on the latter see BALLAST WATER TREATMENT EQUIPMENT in Section D. ) Due to its limited biological efficiency, the D-1 Standard is to be regarded as an interim measure until the D-2 Performance Standard comes into effect.

A Category 2 tanker is an oil tanker of 20, 000 dwt and above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil, or of 30, 000 dwt and above carrying other oils which complies with the MARPOL requirement for protectively located segregated ballast tank arrangements; 

The Merchant Shipping (Vessel Traffic Monitoring and Reporting Requirements) Regulations 2004 (SI 2004/2110) ("the Vessel Traffic Monitoring Regulations" or "VTM Regulations"), as amended by SIs 2005/1092, 2008/3145 and 2011/2616.

If deck cargo is saved by a general average act (e. g. the refloating of a grounded ship), the owner of the deck cargo will be liable to make a general average contribution along with other parties to the adventure who have benefited from the general average act. Carriers usually underline this by an express statement in their Bills of Lading.

The costs of keeping the ship in an operable condition, including costs of surveys, repairs and maintenance (including drydocking), hull and machinery and P&I insurance premiums, crewing, provisions, stores, water and lubricating oil. 

That SAR authorities ashore as well as shipping in the immediate vicinity of a ship in distress will be rapidly alerted through satellite and digital selective calling equipment so that they can assist in a co-ordinated SAR operation with the minimum of delay.

A non-vessel-operating carrier, which is a company operating a goods shipping service using space it has hired on another company's ship. Some NVOCs hire containership slots from shipowners (for which purpose the SLOTHIRE charter party was developed), while others charter entire ships. An NVOC thus has one contract, as carrier, with the exporter/merchant, and another, as shipper, with the owners or operator of the carrying ship (sometimes called the performing carrier). Numerous NVOCs operate in the liner trades.

The finder may be entitled to a salvage reward. The goods will not be released to their owner until any outstanding charges have been paid, including any salvage award made.

Permission for a ship to disembark and commence operation. It is also called health clearance.

A scheme operated by the MCA under which the owner or operator of a UK ship other than a passenger ship, to which the principal international conventions apply (i. e. a ship on international voyages) can achieve statutory certification of the ship by a streamlined process. This avoids duplication of effort with the classification society, while maintaining MCA standards.

Refuse to show him any documents which did not have the approval of the P&I club correspondent.

Under Article 111 the hot pursuit of a foreign ship may be undertaken when the competent authorities of the coastal State have good reason to believe that the ship has violated the laws and regulations of the State. 

With consecutive numbers beginning from the deepest subdivision load line, which must be marked C1. 

On summary conviction, a fine of up to £50, 000, or on conviction on indictment, two years' imprisonment plus an unlimited fine.

Complete Surveys of Machinery (CSM) are carried out every 5 years, with parallel arrangements as for the hull.