Law and Personal management
Navigating Law and Personal Management Quiz
Test your knowledge on ship management, marine insurance, and maritime law with our comprehensive quiz designed for legal and management professionals. Dive into various topics, from cargo clauses to international maritime jurisdiction.
Challenge yourself with questions covering:
- Marine Insurance Principles
- Shipping Regulations
- General Average Claims
- International Trade Documentation
- Chartering Vessels
In the event of a contradiction between express and implied terms, the express terms will
Be nullified by the operation of the law
Be rendered obsolete.
Overrule the implied terms.
Be overruled by the implied terms.
When there is a breach of either an Express or Implied Warranty, the underwriter is discharged from all liabilities from:
The time of breach
The time the breach was discovered by the underwriter
Inception of the marine insurance policy.
The time the insured give a notification to the underwriter.
The Port Risk Policy is one that
Covers all or many of the vessels operating under one ownership or management.
Covers the vessel of risks encountered during her stay in port.
Covers the vessel of risks encountered at and from or from one place to another.
Covers several shipments which are declared afterwards along with other particulars
Deviation differs from a change of voyage in that the latter has a change in the:
Customary route
Destination.
Cargo berth but located within the same terminal.
Port of refuge
The insured will not be able to recover from the insurer if the loss of the ship’s mechanical part resulted from:
Barratry
Latent defect.
Ordinary leakage
Ordinary wear and tear
If there is a fraud in the claim made by the insured, all claims upon the policy will be:
Referred to the court.
Suspended until the insured compensate the insurer
Forfeited
Ignored
The Institute Cargo Clauses (A), (B) and (C) do not cover:
Loss or damage attributable to fire or explosion
Loss or damage attributable to jettison.
Loss or damage attributable to vessel or craft being stranded or sunk.
Loss or damage arising from insolvency or financial default of the shipowners.
The Institute Cargo Clause (C) covers:
Loss or damage attributable to earthquake, lightning and volcanic eruption.
Loss or damage attributable to wear and tear.
Loss or damage arising from general average and salvage charges.
Loss or damage arising from nuclear war.
Shipowners will be required to pay a substantial sum of money in advance to join a P&I Club which is also known as a:
Premium.
Deductible
Call
Membership fee.
Coverage that is not granted by P&I Club includes:
Pollution by oil or other substances escaping from the ship.
Liabilities arising out of the fraudulent delivery of cargo
Damage to docks, piers, and other floating objects other than ships
Liabilities arising under towage contracts.
P&I Club’s Cover are intended to include fines imposed on a seaman:
For the criminal acts committed by him in his personal capacity
In his capacity as the owner’s representative within the scope of his employment.
In his capacity as the owner’s representative outside the scope of his duties.
For his personal acts of misconduct.
Within its internal water, a coastal state:
Is to allow ‘innocent passage’ to all foreign vessels
Enjoys full territorial sovereignty
Has sole exploitation rights over all living and non-living resources only
May only exercise the control necessary to prevent infringement of its customs, fiscal, immigration or sanitary laws
Territorial Sea is defined as:
A belt of water immediately adjacent to a state's land mass and subject to its sovereign
A belt of water adjacent to a state's shore including islands up to 12 nautical miles
An establishment of not more than 12 nautical miles from the baseline that is subject to the sovereign of the coastal state
An establishment of more than 12 nautical miles from the baseline that is subject to the convention
Contiguous Zone is defined as
An adjoining zone, whose outer limit is not more than 12 nautical miles from the baseline
An adjoining zone, whose outer limit is not more than 24 nautical miles from the baseline
An area not to extend beyond 12 nautical miles from the continental shelf boundary
An area not to extend beyond 24 nautical miles from the continental shelf boundary
Exclusive Economic Zone should not extend beyond:
12 nautical miles, adjacent to the territorial sea
24 nautical miles, adjacent to the territorial sea
100 nautical miles, adjacent to the territorial sea
200 nautical miles, adjacent to the territorial sea
Innocent Passage may be breached when:
Launching, landing or taking on board of any aircraft
Carrying out of research or survey activities
Carrying out any exercises or practice with weapons of any kind
All of the above
What are the limits set by UNCLOS III?
12 nautical miles territorial sea and 200 nautical miles Exclusive Economic Zone
3 nautical miles territorial sea and 200 nautical miles Exclusive Economic Zone
6 nautical miles territorial sea and 24 nautical miles Contiguous Zone
12 nautical miles Internal Water and 24 nautical miles Contiguous Zone
What are a state’s rights in the 12 nautical mile territorial sea?
Enforce any law, regulate any use and exploit any resource
Shoot and kill any enemies regardless of threats
Exploit only the oil on the ocean bed and fish on the surface
None of the above
What are the coastal state’s rights in the 24 nautical mile contiguous zone?
Right of Pursuit - Used by coast guard or equivalent to pursue, arrest and detain drug smugglers, illegal immigrants, customs or tax evaders
Shoot and kill any enemies regardless of threats
Enforce any law, regulate any use and exploit any resource
None of the above
The Rule of Interpretation of the York-Antwerp Rules provides that the:
1994 Rules prevail over the 2004 Rules
YAR Rules have no statutory or legislative force
Lettered rules prevail over the numbered rules
Numbered rules prevail over the lettered rules.
A ship was stranded and flooding badly. The master knew that it would likely cause damage to the dock if he takes it into the dock.
The damage to the dock would be a general average claim only if the vessel and its cargo are successfully saved.
The damage to the dock does not constitute a general average claim.
The damage is general average only when the dock owner agrees to it.
The damage is general average only if the owner agrees to pay additional premium.
A cargo owner can provide the __________________ to the shipowner as security for his contribution to the general average
Letter of credit
Bail bond
Underwriters guarantee
Cargo insurance policy
The temporary form of document given to the shipper for goods which have been received on board the ship is called the:
Receiver’s receipt
Mate’s receipt
Ship’s receipt
Master’s receipt
The two parties who are normally involved in international trade are:
Shipowner and Stevedore
Charterer and Pilot
Consignor and Consignee
Any of the above
What is the document primarily used in international trade transactions of significant value, for deals between a supplier in one country and a customer in another?
Letter of undertaking
Bank guarantee
Certificate of origin
Letter of credit
The hiring of a vessel and crew for a voyage between a load port and a discharge port is called:
Voyage charter
Time charter
Demise charter
Bareboat charter
If the charterer failed to load the vessel with a full and complete cargo as provided within the terms of the contract, the shipowner is entitled to claim:
Advance freight
Backfreight
Deadfreight
Demurrage
The period of time during which a vessel under time charter is unable to meet the requirements agreed between the charterer and shipowner due to some reasons within the control of the latter is known as:
Off-hire
On-hire
Off-peak season
Provisional period
Under a voyage charter before charterer or shipper is under obligation to commence loading, the master must serve to the charterer or shipper:
A notice of arrival
A notice of readiness
A notice of cargoworthiness
A notice of seaworthiness
"Shipped" bill of lading is a B/L which acknowledges that the goods mentioned:
Have been received on board
Have been carried from one place to another by several shipowners or by combination of different modes of transport
Have been received by the shipowner or his representative for subsequent placing on board
None of the above
Classification societies are authorised to inspect ships, oil rigs and submarines and issue certificates on behalf of the:
IMO.
United Nations
Flag state
Port state.
Under the Rules established by the Classification societies, classification process of ships consists of:
Attendance at the destruction of the vessel in the scrapyard by a classification society surveyor.
A technical review of the design plans and related documents for a new vessel to verify compliance with the applicable rules.
A technical review of the power generation and auxiliary systems for a new aircraft to verify compliance with the applicable rules.
Attendance of a dockmaster at the sea trials and other trials relating to the vessel and its equipment prior to delivery.
Class is assigned to a ship upon:
Successfully passing the safety audit by the ISM Auditor
Completion of satisfactory inspection by the PSC Inspectors.
Payment of port dues charges to the local port authority.
Completion of satisfactory surveys by the classification society surveyor.
Class is automatically suspended when:
The annual surveys have not been completed by the end of the corresponding survey time windows.
A ship proceeds to sea with less freeboard than that assigned.
The owners fails to request a survey after having detected defects or damages affecting the class
Repairs and alterations affecting the class are carried out without requesting the attendance of a surveyor.
When the class is suspended or withdrawn, the Society is required to inform the:
Shipowner, flag Administration and IMO.
Shipowner, charterer and flag Administration.
Shipowner, cargo owner and charterer.
Shipowner, flag Administration and underwriters.
IMO permits the flag Administration to delegate the inspection and survey of ships to a RO because it accepted the fact that the flag Administration:
Is not effective and reliable enough to perform these tasks.
Does not have adequate technical manpower to undertake all these tasks.
Does not have the financial resources to undertake all these tasks.
Is corrupted and incompetent in fulfilling these tasks.
The purpose of limiting liability is to:
Encourage ship owners to carry on their business as well as to assist ship owners in getting sufficient insurance to cover possible losses and therefore assist claimants in being paid at least a portion of their losses.
Limit costs incurred in maritime accidents.
Encourage ship owners to implement safety practice onboard their vessels.
Encourage ship owners to carry on their business.
Limitation is based on:
The type of incident/accident
The conduct barring claims.
The ship's tonnage.
The area/zone where the incident/accident occurred
Persons entitled to limit Liability are:
Stevedores
Classification Society Surveyors
Insurers, salvors, owners, charterers, managers and operators of ships, whether seagoing or not.
Cargo Owners.
Types of Claims excluded from Limitation of Liability are:
Other loss resulting from infringement of rights other than contractual rights
Oil pollution damage within the meaning of CLC92.
Loss of life or personal injury or damage to property.
None of the above
The Shipowner can be barred from limiting liability if it is proved that:
He has intentionally or recklessly with knowledge caused such loss.
He has negligently caused such loss.
The loss resulted by the act, neglect or default of his master and servants.
The loss resulted by the act, neglect or default of the salvor.
Which Act and which sections of the Act implement the Convention on Limitation of Liability for Maritime Claims 1976:
The Penal Code
The Bunker Pollution Act.
The Fire Prevention Act.
Merchant Shipping Act Sections 134 – 144.
Which parts of the Convention are excluded from applying in Singapore?
Article 2 Paragraphs 1(d) & 1(e).
Article 3.
Article 6.
The entire Convention has the force of law in Singapore
The 1st Principle of Salvage is expressed in the phrase:
Danger must be real and immediate;
No Pain - No Gain;
No Try - No Reward;
No Cure - No Pay
The 2nd Principle of Salvage is that:
The owners of the salved property should contribute to the salvage award in proportion to the value of their property salved;
The owners and charterers should contribute to the salvage award in proportion to their stake in the property/cargo salved;
Those who have a stake in the salvage operation, should be rewarded in proportion to their loss/gain in the salvage;
Salvage award should be in accordance to the ability and ingenuity of the salvors in the face of danger.
The lien for salvage gives the salvor the right:
To sell the property but not its cargo;
To arrest the property only if its ownership has not change hands;
To arrest the property even if it had changed ownership;
To dispose the property in whatever manner he wishes.
General elements which govern the Assessment of Salvage are:
As outlined in Lloyds Open Form of Salvage Agreement;
Based on government decision where the salvage took place;
Degree of danger & risk, labour incurred, enterprise & skill of salvors, value of property salved and the loss if any suffered by the salvors;
Based on the assessment of the Classification Society’s Surveyor.
Conditions necessary for a Salvage to be awarded are:
The property must be in real but not necessary immediate danger;
The service rendered must be voluntary;
The service must be successful;
All of the above.
The 'safety net' concept in LOF80 made a limited departure from No Cure - No Pay
Providing award even if unsuccessful if it is a laden or partly laden tanker where there was no negligence on the part of the crew in the operation;
Providing award even if unsuccessful as long as the salvors prevented or reduced pollution that might have been worst had they not attempted;
Whereby compensation may be given to salvors who tried their best but due to an 'Act of God' it was impossible to complete the salvage;
Whereby compensation may still be given for an unsuccessful salvage if circumstances of the case are proven that all means to save the vessel had been expanded.
The total special compensation under article 14 shall be paid only if and to the extent that it is greater than any reward recoverable by the salvor under:
LOF 80
LOF 2000
Article 13
SCOPIC Clause.
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