The master or the ship's agent on his behalf. (In practice, it will usually be the agent.)

No.

(1) All persons on board passenger ships must be counted prior to departure. In the case of Class II and II(A) ships this must be by individual passenger boarding cards.

He should immediately assess the threat and decide whether assistance, including salvage assistance, is needed or not. (In this case it almost certainly is needed.)

Water with its suspended matter taken on board a ship to control trim, list, draught, stability or stresses of the ship.

An insurance clause that obliges the assured to take all reasonable steps to avert or minimise any loss for which a claim would be payable under the policy; 

The voyage to the loading port. 

That the ship has been surveyed in accordance with SOLAS chapter IV; that the survey showed that the ship complied with SOLAS requirements as regards radio installations; and the functioning of the radio installations used in LSA complied with SOLAS requirements; whether an Exemption Certificate has or has not been issued.

The ship must have an MCA-approved system capable of counting all persons on board (i. e. passengers, crew and others). Boarding cards must be used in ships of Class II or II(A). The system must conform to the requirements of MSN 1794.

She may be deemed dangerously unsafe by the MCA or a port State Administration, in which case she would almost certainly be detained and the owner or master prosecuted. Her International Load Line Certificate and other statutory certificates may be suspended or withdrawn by the MCA, her class may be suspended by her classification society, and she may lose her P&I and hull and machinery insurance cover.

In compliance with local law and custom, before delivery of cargo to receivers at the destination port (not an intermediate port of refuge), and after a general average act. The average adjuster will usually advise on procedure in the country concerned. In many cases the declaration will be no more than the ship-owners announcement to cargo owners of his decision to collect general average contributions from them, but in some countries the procedure is more formal, and may involve lawyers and a court.

The assistance that seems the most reasonable, taking into account the possible value of the assisting ships, their ability to perform the salvage services and the amount of their deviation from their intended routes.

By: (1) creating a sense of ownership of (i. e. involvement in) the SMS; 

A Type B ship which, in position 1, has hatchways closed by portable covers and secured weathertight by tarpaulins and battening devices. The Type B tabular freeboard is increased by a value in another table in the rules.

The "local supplier of fuel oil" must provide a Bunker Delivery Note (BDN) with any fuel oil delivered to a ship of over 400 GT. The BDN must be kept on board the ship for 3 years after the fuel oil has been delivered and must be made available for port State control inspections.