Maritime Law and Personnel Management -01
Maritime Law and Personnel Management Quiz
Test your knowledge on maritime law and personnel management with our comprehensive quiz. Dive into topics such as salvage claims, the Maritime Labour Convention, and the ISM Code to assess your understanding and expertise in this critical field.
Features of the quiz:
- Challenging questions covering various aspects of maritime law.
- Multiple choice format for easy answering.
- Designed for professionals in the maritime industry.
Crew members are eligible to claim for Salvage if
The vessel was found to be in dire danger and it was not possible to call for a salvage company to aid due to time constraints;
The crew members proved to have put more effort than is necessarily called for by the ordinary practice of seamen;
they had abandoned ship but came back to salvage it as commanded by the master and were successful in it;
They had abandoned ship as commanded by the master and later came back to salvage it on their own and were successful.
Under the general maritime law, life salvage is:
Not payable at all if the salvors are ship's crew
Payable if the property is saved as well as life
Not a form of salvage as awards are only given for saving property
payable if it is proven that the danger is real and the service successful.
Collisions between vessels may result in:
Both civil and criminal liability;
Heavy damages to property, loss of life and unlimited liability
Contractual and statutory rights of the plaintiff to sue;
The statutory presumption of fault.
When a collision between vessels occur, the finding of the Court may be
That one of the vessels was solely to blame;
That both vessels were in some degree to blame;
That neither vessel is to blame, I.e. Result of inevitable accident
All of the above.
Inevitable Accident means that:
The ship that had the last opportunity to avoid the collision shall be regarded as the sole cause of the collision;
The accident was caused by some external event beyond the ship’s control;
An accident could not be avoided even if avoiding action could have been taken but the wrong action was taken due to urgency;
The accident was caused purely by a mistake made by the ship’s master only.
The Maritime Convention Act 1911 gives special treatment to personal injury and death claimants by allowing them to:
Sue the carrying ship as an individual tortfeasor
Sue the non-carrying ship as an individual tortfeasor
Sue the wrongdoing ships as joint tortfeasors;
None of the above.
Which rule is more likely to apply to collisions between a moving ship and a stationary one?
The 'last opportunity' rule;
Doctrine of alternative danger;
Inevitable Accident;
Collision Regulation.
The English concept of apportionment of blame is whereby liability of colliding vessels shall be:
In proportion of 50-50
In proportion to their established respective degrees of fault
Considered as being equally held at fault
Ascertained by the court based on prima facie evidence
To counteract Presumption of Fault, the moving vessel would need to prove that:
The anchored ship was improperly positioned and/or improperly lit at night
The anchored ship had failed to maintain a watch where circumstances required
The anchored ship had failed to take adequate steps to avoid the collision
all of the above
The object of the Both to Blame Collision clause is to enable:
a presumption to be made that both vessels are held to blame
Owners of carrying ships to recover damage costs indirectly paid to their shippers
The courts to place blame on both vessels where cargo damage had occurred
Cargo owners to be also held to blame for any pollution to the environment
One of the objectives of the Maritime labour Convention is to:
Increase the salary of the seafarers.
Secure the future employment of the seafarers
Improve the working condition of the seafarers
Provides ship owners with a better competitive advantage
Which provisions of the MLC are mandatory?
The Regulations and the provisions of Part A of the Code
The Regulations and the provisions of Part B of the Code.
The provisions of both Part A and Part B.
Only the Regulations.
The MLC is applicable to:
Cargo ships of 200 gross tonnage and above which navigate exclusively in inland waters
Ships engaged in fishing in international waters.
warships or naval auxiliaries.
Cargo ships of 500 gross tonnage and above which are engaged in international voyages.
A seafarer may be recruited by a manning agency that is based in a State that is not a party to the MLC. The responsibility to ensure that this manning agency conforms with the requirements of the MLC lies with the:
Trade union.
shipowner.
flag State.
port State
The minimum hours of rest under the MLC are:
At least 10 hours in any 24-hr period; and 77 hours in any 7-day period
at least 12 hours in any 24-hr period; and 77 hours in any 7-day period
At least 14 hours in any 24-hr period; and 72 hours in any 7-day period
none of the above.
The term used to refer to an action to prevent any incident which does not comply with the company SMS procedures and may lead to an accident is known as:
Non-conformity
Observation
Corrective Action.
Major Non-conformity.
A document that is issued to a ship by the Administration to verify that the company management operates in accordance with the approved SMS is the:
Safety Management Certificate
Document of Compliance.
Ship Management Certificate
Security Operation Certificate.
Two of the objectives of the ISM Code are:
To ensure security of the ship and avoidance of damage to the marine environment.
To ensure safety at sea and provide the minimum requirements for seafarers to work on a ship
To prevent marine pollution and provide the new requirements relating to training in modern technology.
To prevent human injury or loss of life and avoidance of damage to the marine environment.
The ISM Code is not applicable to:
Mobile offshore drilling units of 500 GT and above.
Aircraft carriers of 500 GT and above
High speed passenger crafts.
Chemical tankers and gas carriers of 500 GT and above.
A vessel that is registered under the flag of a non-White List flag state might be _______________ in a White-List port.
Destroyed
Detained indefinitely
Forfeited.
Vigorously inspected.
One of the main changes that the STCW Manila Amendments 2010 have made is
Minimum hours of rest in a week period is increased to 77 hours from 70 hours.
Minimum hours of rest in a day period is reduced to 70 hours from 77 hours
Seafarers must have 11 hours rest in any 24 hour period with no exceptions, except during an emergency.
Seafarers must have 10 hours rest in any 24 hour period with no exceptions, including during an emergency.
The Polar Code introduces mandatory measures covering:
Safety and security
Health and safety
Security and pollution prevention
Safety and pollution prevention.
Under the Polar Code, ships intending to operate in the defined waters of the Antarctic and Arctic will require to apply for a:
Document of Compliance
Polar Class Certificate.
Polar Ship Certificate.
Polar Safety Certificate.
The term “Open waters’ under the Polar Code means:
No ice present
A large area of freely navigable water in which sea ice is present in concentration less than 1/10.
A water in which sea ice is present in concentration of 1/10 or over
Substantial amount of ice present.
The basic training requirements for ships operating in polar waters are applicable for:
Masters, chief mates and officers in charge of a navigational watch
Masters and chief mates in charge of a navigational watch.
Masters, officers and crew performing watchkeeping duties on the bridge
Deck officers and marine engineers performing watchkeeping duties on board the vessel.
The categories of ships that are required to participate in the ship reporting system in the Barents Area include:
Any ship not under command and all tankers with a gross tonnage of 5,000 and above.
Any ship restricted in their ability to manoeuvre and naval ships.
Any vessel towing and having defective navigational aids.
All tankers and all ships carrying hazardous cargoes.
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