He should: (1) advise his owners; 

Yes, if a report of the damage has been sent to the classification society via the owners. The ship will remain in class only until reaching a port where the society has a surveyor, however.

The person having control of the matter being protested about, e.g. the terminal supervisor for loading matters, or the harbor master for berth and traffic matters.

Ships registered in England, Scotland, Wales or Northern Ireland.

He should courteously reply by letter, denying any liability but accepting any invitation to attend a survey on the other vessel without prejudice.

Yes, if he obtains insurance in the London market with the Institute Cargo Clauses attached.

The revised MARPOL Annex VI which was adopted in 2008 and entered into force on 1 July 2010.

In the case of a ship transporting or accepting for transport a bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo hold, an appropriate instrument for measuring the concentration of gas or oxygen in the air must be provided together with detailed instructions for its use. 

Anyone other than the real, legal owner of the ship to whom operational control of the ship has been passed, e.g. a time charterer or bareboat charterer. When the master of a time-chartered ship sends a protest about cargo to a loading terminal, he usually does so on behalf of the time charterer.

Yes. 

(1) Trinity House (properly called the Corporation of Trinity House, based in London); (2) Hull Trinity House; and (3) Newcastle upon Tyne Trinity House.

(a) The identity of the ship; (b) the time and location of the incident; (c) the quantity and type of dangerous goods involved and; (d) details of assistance and salvage measures. (MSN 1831, Annex C, section C)

The period of validity of the insurance or other financial security. In most ships, which obtain cover from their P&I club, the period is from noon GMT on 20 February to noon GMT on the following 20 February (the traditional P&I policy year).

In the UK a reliable compass adjuster should hold a Certificate of Competency as Compass Adjuster issued by the MCA. Outside the UK, however, compass adjusters may, depending on local requirements, hold another qualification, or be unqualified.

No. They may implement protective security measures in accordance with the ship security plan, but they may not set the security level; that is a Government function.